Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

This data system, designed by the Oak Ridge National Laboratory (ORNL) and funded by the US Department of Energy (DOE), monitors information on every light-dutyvehicle (automobiles and light-duty trucks) sold in the United States since model year 1976. The data are specified in two days. One way is on a model basis (i.e, engine and transmission combinations) and includes data on city, highway, and combined fuel economies; engine size; drive-train; fuel type (gasoline or diesel); interior volume; body type; and other vehicle attributes. The other way is on a make basis (e.g., Ford Escort, Oldsmobile 98) and includes data on sales; Environmental Protection Agency (EPA) size class; the sales-weighted fuel economy; sales-weighted interior volume; sales-weighted engine displacement (cid); curb weight; and other attributes. A unique identification number is assigned to a specific vehicle category. This identification number contains information on the manufacturer, the location of the manufacturer (domestic or import), and the sponsorship of the vehicle (domestic or import). Fuel economies, model year sales and various vehicle characteristics for every make of the 164 million light-dutyvehicles sold in the US since model year 1976 can be obtained from this data system. 2 figs., 4 tabs.

Overview of Light-DutyVehicle Studies Overview of Light-DutyVehicle Studies Washington, DC Workshop Sponsored by EERE Transportation Cluster July 26, 2010 Energy Efficiency & Renewable Energy eere.energy.gov 2 * This workshop is intended to be a working meeting for analysts to discuss findings and assumptions because a number of key studies on light-dutyvehicles (LDVs) and biofuels have been completed in the past 5 years and the insight gained from their findings would be valuable. * Outcomes: - common understanding of the effects of differing assumptions (today); - agreement on standard assumptions for future studies, where applicable (agreement on some assumptions today, follow-up discussions/meeting may be needed for others); - list of data/information gaps and needed research and studies (a

Program Record (Offices of Vehicle Technologies & Fuel Cell Program Record (Offices of Vehicle Technologies & Fuel Cell Technologies) Record #: 13006 Date: April 24, 2013 Title: Life-cycle Costs of Mid-SizeLight-DutyVehicles Originator: Tien Nguyen & Jake Ward Approved by: Sunita Satyapal Pat Davis Date: April 25, 2013 Items: DOE is pursuing a portfolio of technologies with the potential to significantly reduce greenhouse gases (GHG) emissions and petroleum consumption while being cost-effective. This record documents the assumptions and results of analyses conducted to estimate the life-cycle costs resulting from several fuel/vehicle pathways, for a future mid-size car. The results are summarized graphically in the following figure. Costs of Operation for Future Mid-Size Car

Hybrid electric vehicles (HEVs) offer great promise in improving fuel economy. In this paper, we analyze why, how, and by how much vehicle hybridization can reduce energy consumption and improve fuel economy. Our analysis focuses on efficiency gains associated solely with vehicle hybridization. We do not consider such other measures as vehicle weight reduction or air- and tire-resistance reduction, because such measures would also benefit conventional technology vehicles. The analysis starts with understanding the energy inefficiencies of light-dutyvehicles associated with different operation modes in US and Japanese urban and highway driving cycles, with the corresponding energy-saving potentials. The potential for fuel economy gains due to vehicle hybridization can be estimated almost exclusively on the basis of three elements: the reducibility of engine idling operation, the recoverability of braking energy losses, and the capability of improving engine load profiles to gain efficiency associated with specific HEV configurations and control strategies. Specifically, we evaluate the energy efficiencies and fuel economies of a baseline MY97 Corolla-like conventional vehicle (CV), a hypothetical Corolla-based minimal hybrid vehicle (MHV), and a MY98 Prius-like full hybrid vehicle (FHV). We then estimate energy benefits of both MHVs and FHVs over CVs on a performance-equivalent basis. We conclude that the energy benefits of hybridization vary not only with test cycles, but also with performance requirements. The hybrid benefits are greater for ''Corolla (high) performance-equivalent'' vehicles than for ''Prius (low) performance-equivalent'' vehicles. An increasing acceleration requirement would result in larger fuel economy benefits from vehicle hybridization.

Biofuels in Light-DutyVehicles Biofuels in Light-DutyVehicles Project Summary Full Title: Mobility Chains Analysis of Technologies for Passenger Cars and Light-DutyVehicles Fueled with Biofuels: Application of the GREET Model to the Role of Biomass in America's Energy Future (RBAEF) Project Project ID: 82 Principal Investigator: Michael Wang Brief Description: The mobility chains analysis estimated the energy consumption and emissions associated with the use of various biofuels in light-dutyvehicles. Keywords: Well-to-wheels (WTW); ethanol; biofuels; Fischer Tropsch diesel; hybrid electric vehicles (HEV) Purpose The project was a multi-organization, multi-sponsor project to examine the potential of biofuels in the U.S. Argonne was responsible for the well-to-wheels analysis of biofuel production and use.

Explores some potential variations in light-dutyvehicle demand to illustrate both the magnitude of demand changes and the length of time that it can take to affect demand when different levels of new-vehicle efficiencies and penetrations are assumed

LightDuty Electric Drive Vehicles Monthly Sales Updates Currently available electric-drive vehicles (EDV) in the U.S market include hybrid electric vehicles (HEV), plug-in hybrid electric vehicles (PHEV), and all electric vehicles (AEV). Plug-in Vehicles (PEV) include both PHEV and AEV. HEVs debuted in the U.S. market in December 1999 with 17 sales of the first-generation Honda Insight, while the first PHEV (Chevrolet Volt) and AEV (Nissan Leaf) most recently debuted in December 2010. Electric drive vehicles are offered in several car and SUV models, and a few pickup and van models. Historical sales of HEV, PHEV, and AEV are compiled by Argonne's Center for Transportation Research and reported to the U.S. Department of Energy's Vehicle Technology Program Office each month. These sales are shown in Figures 1, 2 and 3. Figure 1 shows monthly new PHEV and AEV sales by model. Figure 2 shows yearly new HEV sales by model. Figure 3 shows electric drive vehicles sales share of total light-dutyvehicle (LDV) sales since 1999. Figure 4 shows HEV and PEV sales change with gasoline price..

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

Battery wear in plug-in electric vehicles (PEVs) is a complex function of ambient temperature, battery size, and disparate usage. Simulations capturing varying ambient temperature profiles, battery sizes, and driving patterns are of great value to battery and vehicle manufacturers. A predictive battery wear model developed by the National Renewable Energy Laboratory captures the effects of multiple cycling and storage conditions in a representative lithium chemistry. The sensitivity of battery wear rates to ambient conditions, maximum allowable depth-of-discharge, and vehicle miles travelled is explored for two midsize vehicles: a battery electric vehicle (BEV) with a nominal range of 75 mi (121 km) and a plug-in hybrid electric vehicle (PHEV) with a nominal charge-depleting range of 40 mi (64 km). Driving distance distributions represent the variability of vehicle use, both vehicle-to-vehicle and day-to-day. Battery wear over an 8-year period was dominated by ambient conditions for the BEV with capacity fade ranging from 19% to 32% while the PHEV was most sensitive to maximum allowable depth-of-discharge with capacity fade ranging from 16% to 24%. The BEV and PHEV were comparable in terms of petroleum displacement potential after 8 years of service, due to the BEV?s limited utility for accomplishing long trips.

This annual report to Congress details the second year of the Federal lightdutyvehicle operations as required by Section 400AA(b)(1)(B) of the Energy Policy and Conservation Act as amended by the Alternative Motor Fuels Act of 1988, Public Law 100-494. In 1992, the Federal alternative fuel vehicle fleet expanded significantly, from the 65 M85 (85 percent methanol and 15 percent unleaded gasoline) vehicles acquired in 1991 to an anticipated total of 3,267 lightdutyvehicles. Operating data are being collected from slightly over 20 percent, or 666, of these vehicles. The 601 additional vehicles that were added to the data collection program in 1992 include 75 compressed natural gas Dodge full-size (8-passenger) vans, 25 E85 (85 percent denatured ethanol and 15 percent unleaded gasoline) Chevrolet Lumina sedans, 250 M85 Dodge Spirit sedans (planned to begin operation in fiscal year 1993), and 251 compressed natural gas Chevrolet C-20 pickup trucks. Figure ES-1 illustrates the locations where the Federal lightduty alternative fuel vehicles that are participating in the data collection program are operating. The primary criteria for placement of vehicles will continue to include air quality attainment status and the availability of an alternative fuel infrastructure to support the vehicles. This report details the second year of the Federal lightdutyvehicle operations, from October 1991 through September 1992.

LIGHT-DUTYVEHICLESLIGHT-DUTYVEHICLES Non-Cost Barriers to Consumer Adoption of New Light-DutyVehicle Technologies TRANSPORTATION ENERGY FUTURES SERIES: Non-Cost Barriers to Consumer Adoption of New Light-DutyVehicle Technologies A Study Sponsored by U.S. Department of Energy Office of Energy Efficiency and Renewable Energy March 2013 Prepared by ARGONNE NATIONAL LABORATORY Argonne, Illinois 60439 managed by U Chicago Argonne, LLC for the U.S. DEPARTMENT OF ENERGY under contract DE-AC02-06CH11357 This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency thereof, nor any of their employees, makes any warranty, expressed or implied, or assumes any legal liability or

The State of California was given authority under CAAA90 to set emissions standards for light-dutyvehicles that exceed Federal standards. In addition, other States that do not comply with the National Ambient Air Quality Standards (NAAQS) set by the EPA under CAAA90 were given the option to adopt Californias light-dutyvehicle emissions standards in order to achieve air quality compliance. CAAA90 specifically identifies hydrocarbon, carbon monoxide, and NOx as vehicle-related air pollutants that can be regulated. California has led the Nation in developing stricter vehicle emissions standards, and other States have adopted the California standards.

The U.S. fleet of light-dutyvehicles consists of cars and light trucks, including minivans, sport utility vehicles (SUVs) and trucks with gross vehicle weight less than 8,500 pounds. The fuel economy of light-dutyvehicles is regulated by the CAFE standards set by NHTSA. Currently, the CAFE standard is 27.5 miles per gallon (mpg) for cars and 20.7 mpg for light trucks. The most recent increase in the CAFE standard for cars was in 1990, and the most recent increase in the CAFE standard for light trucks was in 1996.

A fundamental concern in projecting the future attributes of light-duty vehiclespassenger cars, sport utility vehicles, pickup trucks, and minivans is how to represent technological change and the market forces that drive it. There is always considerable uncertainty about the evolution of existing technologies, what new technologies might emerge, and how consumer preferences might influence the direction of change. Most of the new and emerging technologies expected to affect the performance and fuel use of light-dutyvehicles over the next 25 years are represented in NEMS; however, the potential emergence of new, unforeseen technologies makes it impossible to address all the technology options that could come into play. The previous section of Issues in Focus discussed several potential technologies that currently are not represented in NEMS. This section discusses some of the key technologies represented in NEMS that are expected to be implemented in light-dutyvehicles over the next 25 years.

The unrelenting increase in oil use by the U.S. light-dutyvehicle (LDV) fleet presents an extremely challenging energy and environmental problem. A variety of propulsion technologies and fuels have the promise to reduce ...

In support of the U.S. Department of Energy's development and deployment of alternative fuels for environmental and national security reasons, NREL has managed a series of light-dutyvehicle emissions tests on alternative fuel vehicles (AFVs). The purpose of this report is to give a detailed evaluation of the final emissions test results on vehicles tested on methanol, ethanol, and compressed natural gas.

is to be determined. e Onboard efficiency is the energy efficiency for delivering hydrogen from the storage systemTechnical System Targets: Onboard Hydrogen Storage for Light-Duty Fuel Cell Vehicles a Storage to the powerplant divided by the total mass/volume of the complete storage system, including all stored hydrogen

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

delivered by Honda and Toyota within hours of each other on December 23, 2002. The current inventory includes concept vehicles like the General Motors HyWire and comparable visions from Toyota and Daimler, such as generating electricity in an emergency or power failure. It is telling that Toyota, which is regarded

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

In July 2002, California Assembly Bill 1493 (A.B. 1493) was signed into law. The law requires that the California Air Resources Board (CARB) develop and adopt, by January 1, 2005, greenhouse gas emission standards for light-dutyvehicles that provide the maximum feasible reduction in emissions. In estimating the feasibility of the standard, CARB is required to consider cost-effectiveness, technological capability, economic impacts, and flexibility for manufacturers in meeting the standard.

An analysis of the number of stations and vehicles necessary to achieve future goals for sales of ethanol fuel (E85) is presented. Issues related to the supply of ethanol, which may turn out to be of even greater concern, are not analyzed here. A model of consumers decisions to purchase E85 versus gasoline based on prices, availability, and refueling frequency is derived, and preliminary results for 2010, 2017, and 2030 consistent with the president s 2007 biofuels program goals are presented. A limited sensitivity analysis is carried out to indicate key uncertainties in the trade-off between the number of stations and fuels. The analysis indicates that to meet a 2017 goal of 26 billion gallons of E85 sold, on the order of 30% to 80% of all stations may need to offer E85 and that 125 to 200 million flexible-fuel vehicles (FFVs) may need to be on the road, even if oil prices remain high. These conclusions are tentative for three reasons: there is considerable uncertainty about key parameter values, such as the price elasticity of choice between E85 and gasoline; the future prices of E85 and gasoline are uncertain; and the method of analysis used is highly aggregated it does not consider the potential benefits of regional strategies or the possible existence of market segments predisposed to purchase E85. Nonetheless, the preliminary results indicate that the 2017 biofuels program goals are ambitious and will require a massive effort to produce enough FFVs and ensure widespread availability of E85.

Considerable research has focused on energy efficiency and fuel substitution options for light-dutyvehicles, while much less attention has been given to medium- and heavy-duty trucks, buses, aircraft, marine vessels, trains, pipeline, and off-road equipment. This report brings together the salient findings from an extensive review of literature on future energy efficiency options for these non-light-duty modes. Projected activity increases to 2050 are combined with forecasts of overall fuel efficiency improvement potential to estimate the future total petroleum and greenhouse gas (GHG) emissions relative to current levels. This is one of a series of reports produced as a result of the Transportation Energy Futures (TEF) project, a Department of Energy-sponsored multi-agency project initiated to pinpoint underexplored strategies for abating GHGs and reducing petroleum dependence related to transportation.

The purpose of this report is to evaluate and make recommendations concerning technologies that promise to improve the efilciency of compressed natural gas (CNG) light-dutyvehicles. Technical targets for CNG automotive technology given in the March 1998 OffIce of Advanced Automotive Technologies research and development plan were used as guidance for this effort. The technical target that necessitates this current study is to validate technologies that enable CNG light vehicles to have at least 10% greater - fuel economy (on a miles per gallon equivalent basis) than equivalent gasoline vehicles by 2006. Other tar- gets important to natural gas (NG) automotive technology and this study are to: (1) increase CNG vehicle range to 380 miles, (2) reduce the incremental vehicle cost (CNG vs gasoline) to $1500, and (3) meet the California ultra low-emission vehicle (ULEV) and Federal Tier 2 emission standards expected to be in effect in 2004.

2 2 Light-Duty Diesel Vehicles: Market Issues and Potential Energy and Emissions Impacts January 2009 Energy Information Administration Office of Integrated Analysis and Forecasting U.S. Department of Energy Washington, DC 20585 This report was prepared by the Energy Information Administration, the independent statistical and analytical agency within the Department of Energy. Unless referenced otherwise, the information contained herein should be attributed to the Energy Information Administration and should not be construed as advocating or reflecting any policy position of the Department of Energy or any other organization. Service Reports are prepared by the Energy Information Administration upon special request and are based on assumptions specified by the requester.

Fuel cell vehicles (FCVs) operate efficiently, emit few pollutants, and run on nonpetroleum fuels. Because of these characteristics, the large-scale deployment of FCVs has the potential to lessen US dependence on foreign oil and improve air quality. This study characterizes the benefits of large-scale FCV deployment in the lightdutyvehicle market. Specifically, the study assesses the potential fuel savings and emissions reductions resulting from large-scale use of these FCVs and identifies the key parameters that affect the scope of the benefits from FCV use. The analysis scenario assumes that FCVs will compete with gasoline-powered light trucks and cars in the new vehicle market for replacement of retired vehicles and will compete for growth in the total market. Analysts concluded that the potential benefits from FCVs, measured in terms of consumer outlays for motor fuel and the value of reduced air emissions, are substantial.

This study evaluates the potential impacts of a national feebate system, a market-based policy that consists of graduated fees on low-fuel-economy (or high-emitting) vehicles and rebates for high-fuel-economy (or lowemitting) vehicles. In their simplest form, feebate systems operate under three conditions: a benchmark divides all vehicles into two categories-those charged fees and those eligible for rebates; the sizes of the fees and rebates are a function of a vehicle's deviation from its benchmark; and placement of the benchmark ensures revenue neutrality or a desired level of subsidy or revenue. A model developed by the University of California for the California Air Resources Board was revised and used to estimate the effects of six feebate structures on fuel economy and sales of new light-dutyvehicles, given existing and anticipated future fuel economy and emission standards. These estimates for new vehicles were then entered into a vehicle stock model that simulated the evolution of the entire vehicle stock. The results indicate that feebates could produce large, additional reductions in emissions and fuel consumption, in large part by encouraging market acceptance of technologies with advanced fuel economy, such as hybrid electric vehicles.

The www.fueleconomy.gov website offers information such as window label fuel economy for city, highway, and combined driving for all U.S.-legal light-dutyvehicles from 1984 to the present. The site is jointly maintained by the U.S. Department of Energy and the U.S. Environmental Protection Agency (EPA), and also offers a considerable amount of consumer information and advice pertaining to vehicle fuel economy and energy related issues. Included with advice pertaining to driving styles and habits is information concerning the trend that as highway cruising speed is increased, fuel economy will degrade. An effort was undertaken to quantify this conventional wisdom through analysis of dynamometer testing results for 74 vehicles at steady state speeds from 50 to 80 mph. Using this experimental data, several simple models were developed to predict individual vehicle fuel economy and its rate of change over the 50-80 mph speed range interval. The models presented require a minimal number of vehicle attributes. The simplest model requires only the EPA window label highway mpg value (based on the EPA specified estimation method for 2008 and beyond). The most complex of these simple model uses vehicle coast-down test coefficients (from testing prescribed by SAE Standard J2263) known as the vehicle Target Coefficients, and the raw fuel economy result from the federal highway test. Statistical comparisons of these models and discussions of their expected usefulness and limitations are offered.

This paper is concerned with the present status and future projections for emerging technologies that can be utilized in light-dutyvehicles in the next five to ten years to significantly reduce their CO2 emissions. The emerging technologies considered are modern clean diesel engines and hybrid-electric powertrains using batteries and/or ultracapacitors for energy storage. Throughout the study, six classes of vehicles –compact passenger cars to large SUVs-were considered. For each vehicle class, computer simulations (Advisor 2002) and cost analyses were performed for conventional ICE and mild and full parallel hybrids using port-fuel injected and lean burn gasoline engines and direct-injection turbo-charged diesel engines to determine the fuel economy and differential costs for the various vehicle designs using the conventional gasoline PFI engine vehicle as the baseline. CO2 emissions (gmCO2/mi) for each driveline and vehicle case were calculated from the fuel economy values. On a percentage or ratio basis, the analyses indicated that the fuel economy gains, CO2 emissions reductions, and cost/price increases due to the use of the advanced engines and hybrid-electric drivelines were essentially independent of vehicle class. This means that a regulation specifying the same fractional

7320 7320 Quantifying the Effects of Idle-Stop Systems on Fuel Economy in Light- Duty Passenger Vehicles Jeffrey Wishart Matthew Shirk Contract No. DE-FC26-05NT42486 December 2012 DISCLAIMER This information was prepared as an account of work sponsored by an agency of the U.S. Government. Neither the U.S. Government nor any agency thereof, nor any of their employees, makes any warranty, expressed or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness, of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. References herein to any specific commercial product, process, or service by trade name, trade mark, manufacturer, or otherwise,

In-cylinder blending of gasoline and diesel fuels to achieve low-temperature reactivity controlled compression ignition (RCCI) can reduce NOx and PM emissions while maintaining or improving brake thermal efficiency compared to conventional diesel combustion (CDC). Moreover, the dual-fueling RCCI is able to achieve these benefits by tailoring combustion reactivity over a wider range of engine operation than is possible with a single fuel. However, the currently demonstrated range of stable RCCI combustion just covers a portion of the engine speed-load range required in several light-duty drive cycles. This means that engines must switch from RCCI to CDC when speed and load fall outside of the stable RCCI range. In this study we investigated the impact of RCCI as it has recently been demonstrated on practical engine-out exhaust temperature and emissions by simulating a multi-mode RCCI-enabled vehicle operating over two urban and two highway driving cycles. To implement our simulations, we employed experimental engine maps for a multi-mode RCCI/CDC engine combined with a standard mid-size, automatic transmission, passenger vehicle in the Autonomie vehicle simulation platform. Our results include both detailed transient and cycle-averaged engine exhaust temperature and emissions for each case, and we note the potential implications of the modified exhaust properties on catalytic emissions control and utilization of waste heat recovery on future RCCI-enabled vehicles.

.iop.org/ERL/6/024018 Abstract Strong policies to constrain increasing global use of light-dutyvehicles (cars reductions may be sought in sectors such as electricity generation and light-dutyvehicle (LDV

Electric hybridization is a very effective approach for reducing fuel consumption in light-dutyvehicles. Lean combustion engines (including diesels) have also been shown to be significantly more fuel efficient than stoichiometric gasoline engines. Ideally, the combination of these two technologies would result in even more fuel efficient vehicles. However, one major barrier to achieving this goal is the implementation of lean-exhaust aftertreatment that can meet increasingly stringent emissions regulations without heavily penalizing fuel efficiency. We summarize results from comparative simulations of hybrid electric vehicles with either stoichiometric gasoline or diesel engines that include state-of-the-art aftertreatment emissions controls for both stoichiometric and lean exhaust. Fuel consumption and emissions for comparable gasoline and diesel light-duty hybrid electric vehicles were compared over a standard urban drive cycle and potential benefits for utilizing diesel hybrids were identified. Technical barriers and opportunities for improving the efficiency of diesel hybrids were identified.

Diesel and hybrid technologies each have the potential to increase light-dutyvehicle fuel economy by a third or more without loss of performance, yet these technologies have typically been excluded from technical assessments of fuel economy potential on the grounds that hybrids are too expensive and diesels cannot meet Tier 2 emissions standards. Recently, hybrid costs have come down and the few hybrid makes available are selling well. Diesels have made great strides in reducing particulate and nitrogen oxide emissions, and are likely though not certain to meet future standards. In light of these developments, this study takes a detailed look at the market potential of these two powertrain technologies and their possible impacts on light-dutyvehicle fuel economy. A nested multinomial logit model of vehicle choice was calibrated to 2002 model year sales of 930 makes, models and engine-transmission configurations. Based on an assessment of the status and outlook for the two technologies, market shares were predicted for 2008, 2012 and beyond, assuming no additional increase in fuel economy standards or other new policy initiatives. Current tax incentives for hybrids are assumed to be phased out by 2008. Given announced and likely introductions by 2008, hybrids could capture 4-7% and diesels 2-4% of the light-duty market. Based on our best guesses for further introductions, these shares could increase to 10-15% for hybrids and 4-7% for diesels by 2012. The resulting impacts on fleet average fuel economy would be about +2% in 2008 and +4% in 2012. If diesels and hybrids were widely available across vehicle classes, makes, and models, they could capture 40% or more of the light-dutyvehicle market.

On behalf of the Department of Energy's Office of FreedomCAR and Vehicle Technologies, we are pleased to introduce the Fiscal Year (FY) 2004 Annual Progress Report for the Advanced Combustion Engine R&D Sub-Program. The mission of the FreedomCAR and Vehicle Technologies Program is to develop more energy efficient and environmentally friendly highway transportation technologies that enable Americans to use less petroleum for their vehicles. The Advanced Combustion Engine R&D Sub-Program supports this mission by removing the critical technical barriers to commercialization of advanced internal combustion engines for light-, medium-, and heavy-duty highway vehicles that meet future Federal and state emissions regulations. The primary objective of the Advanced Combustion Engine R&D Sub-Program is to improve the brake thermal efficiency of internal combustion engines from 30 to 45 percent for light-duty applications by 2010; and 40 to 55 percent for heavy-duty applications by 2012; while meeting cost, durability, and emissions constraints. R&D activities include work on combustion technologies that increase efficiency and minimize in-cylinder formation of emissions, as well as aftertreatment technologies that further reduce exhaust emissions. Work is also being conducted on ways to reduce parasitic and heat transfer losses through the development and application of thermoelectrics and turbochargers that include electricity generating capability, and conversion of mechanically driven engine components to be driven via electric motors. This introduction serves to outline the nature, current progress, and future directions of the Advanced Combustion Engine R&D Sub-Program. The research activities of this Sub-Program are planned in conjunction with the FreedomCAR Partnership and the 21st Century Truck Partnership and are carried out in collaboration with industry, national laboratories, and universities. Because of the importance of clean fuels in achieving low emissions, R&D activities are closely coordinated with the relevant activities of the Fuel Technologies Sub-Program, also within the Office of FreedomCAR and Vehicle Technologies. Research is also being undertaken on hydrogen-fueled internal combustion engines to provide an interim hydrogen-based powertrain technology that promotes the longer-range FreedomCAR Partnership goal of transitioning to a hydrogen-fueled transportation system. Hydrogen engine technologies being developed have the potential to provide diesel-like engine efficiencies with near-zero emissions.

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

The challenges of energy security and climate change have prompted efforts to reduce fuel use and greenhouse gas emissions in light-dutyvehicles within the United States. Failures in the market for lower rates of fuel ...

The control of NOx (NO and NO2) emissions from so-called ‘lean-burn’ vehicle engines remains a challenge. In this program, we have been developing a novel plasma/catalyst technology for the remediation of NOx under lean (excess oxygen) conditions, specifically for compression ignition direct injection (CIDI) diesel engines that have significant fuel economy benefits over conventional stoichiometric gasoline engines. Program efforts included: (1) improving the catalyst and plasma reactor efficiencies for NOx reduction; (2) studies to reveal important details of the reaction mechanism(s) that can then guide our catalyst and reactor development efforts; (3) evaluating the performance of prototype systems on real engine exhaust; and (4) studies of the effects of the plasma on particulate matter (PM) in real diesel engine exhaust. Figure 1 is a conceptual schematic of a plasma/catalyst device, which also shows our current best understanding of the role of the various components of the overall device for reducing NOx from the exhaust of a CIDI engine. When this program was initiated, it was not at all clear what the plasma was doing and, as such, what class of catalyst materials might be expected to produce good results. With the understanding of the role of the plasma (as depicted in Figure 1) obtained in this program, faujasite zeolite-based catalysts were developed and shown to produce high activity for NOx reduction of plasma-treated exhaust in a temperature range expected for light-duty diesel engines. These materials are the subject of a pending patent application, and were recognized with a prestigious R&D100 Award in 2002. In addition, PNNL staff were awarded a Federal Laboratory Consortium (FLC) Award in 2003 “For Excellence in Technology Transfer”. The program also received the DOE’s 2001 CIDI Combustion and Emission Control Program Special Recognition Award and 2004 Advanced Combustion Engine R&D Special Recognition Award.

The oxygen content in the ambient air drawn by combustion engines can be increased by polymer membranes. The authors have previously demonstrated that 23 to 25% (concentration by volume) oxygen-enriched intake air can reduce hydrocarbons (HC), carbon monoxide (CO), air toxics, and ozone-forming potential (OFP) from flexible-fueled vehicles (FFVs) that use gasoline or M85. When oxygen-enriched air was used only during the initial start-up and warm-up periods, the emission levels of all three regulated pollutants [CO, nonmethane hydrocarbons (NMHC), and NO{sub x}] were lower than the U.S. EPA Tier II (year 2004) standards (without adjusting for catalyst deterioration factors). In the present work, an air separation membrane module was installed on the intake of a 2.5-L FFV and tested at idle and free acceleration to demonstrate the oxygen-enrichment concept for initial start-up and warm-up periods. A bench-scale, test set-up was developed to evaluate the air separation membrane characteristics for engine applications. On the basis of prototype bench tests and from vehicle tests, the additional power requirements and module size for operation of the membrane during the initial period of the cold-phase, FTP-75 cycle were evaluated. A prototype membrane module (27 in. long, 3 in. in diameter) supplying about 23% oxygen-enriched air in the engine intake only during the initial start-up and warm-up periods of a 2.5-L FFV requires additional power (blower) of less than one horsepower. With advances in air separation membranes to develop compact modules, oxygen enrichment of combustion air has the potential of becoming a more practical technique for controlling exhaust emissions from light-dutyvehicles.

Proper maintenance can help vehicles perform as designed, positively affecting fuel economy, emissions, and the overall drivability. This effort investigates the effect of one maintenance factor, intake air filter replacement, with primary focus on vehicle fuel economy, but also examining emissions and performance. Older studies, dealing with carbureted gasoline vehicles, have indicated that replacing a clogged or dirty air filter can improve vehicle fuel economy and conversely that a dirty air filter can be significantly detrimental to fuel economy. The effect of clogged air filters on the fuel economy, acceleration and emissions of five gasoline fueled vehicles is examined. Four of these were modern vehicles, featuring closed-loop control and ranging in model year from 2003 to 2007. Three vehicles were powered by naturally aspirated, port fuel injection (PFI) engines of differing size and cylinder configuration: an inline 4, a V6 and a V8. A turbocharged inline 4-cylinder gasoline direct injection (GDI) engine powered vehicle was the fourth modern gasoline vehicle tested. A vintage 1972 vehicle equipped with a carburetor (open-loop control) was also examined. Results reveal insignificant fuel economy and emissions sensitivity of modern vehicles to air filter condition, but measureable effects on the 1972 vehicle. All vehicles experienced a measured acceleration performance penalty with clogged intake air filters.

This report presents the methodologies and results of a study conducted by Argonne National Laboratory (Argonne) to assess the benefits and costs of several membrane-based technologies. The technologies evaluated will be used in automotive emissions-control and performance-enhancement systems incorporated into light-duty diesel vehicle engines. Such engines are among the technologies that are being considered to power vehicles developed under the government-industry Partnership for a New Generation of Vehicles (PNGV). Emissions of nitrogen oxides (NO{sub x}) from diesel engines have long been considered a barrier to use of diesels in urban areas. Recently, particulate matter (PM) emissions have also become an area of increased concern because of new regulations regarding emissions of particulate matter measuring 2.5 micrometers or less (PM{sub 2.5}). Particulates are of special concern for diesel engines in the PNGV program; the program has a research goal of 0.01 gram per mile (g/mi) of particulate matter emissions under the Federal Test Procedure (FTP) cycle. This extremely low level (one-fourth the level of the Tier II standard) could threaten the viability of using diesel engines as stand-alone powerplants or in hybrid-electric vehicles. The techniques analyzed in this study can reduce NO{sub x} and particulate emissions and even increase the power density of the diesel engines used in light-duty diesel vehicles.

U.S. national time series data on vehicle travel by passenger cars and light trucks covering the period 1966 2007 are used to test for the existence, size and stability of the rebound effect for motor vehicle fuel efficiency on vehicle travel. The data show a statistically significant effect of gasoline price on vehicle travel but do not support the existence of a direct impact of fuel efficiency on vehicle travel. Additional tests indicate that fuel price effects have not been constant over time, although the hypothesis of symmetry with respect to price increases and decreases is not rejected. Small and Van Dender (2007) model of a declining rebound effect with income is tested and similar results are obtained.

Within the next 3-7 years the US lightduty fleet and fuel supply will encounter what is commonly referred to as the "blend wall". This phenomenon describes the situation when more ethanol production has been mandated than ...

Emission factors for lightduty gasoline vehicles (LDGV) are typically developed based upon laboratory testing of vehicles for prescribed driving cycles. In this project, selected LDGV data sets and modeling assumptions used to develop Mobile5a were revisited. Probabilistic estimates of the inter-vehicle variability in emissions and the uncertainty in fleet average emissions for selected vehicle types and driving cycles were made. Case studies focused upon probabilistic analysis of base emission rate and speed correction estimates used in Mobile5a for throttle body and port fuel injected vehicles. Based upon inter-vehicle variability in the data sets and a probabilistic model in which the standard error terms of regression models employed in Mobile5a are also considered, the uncertainty was estimated for average emission factors for the selected fleets of lightduty gasoline vehicles. The 90 percent confidence interval for the average emission factor varied in range with pollutant and driving cycle.

This paper summarizes the results of a lightweight materials study. Various lightweight materials are examined and the most cost effective are selected for further analysis. Aluminum and high-performance polymer matrix composites (PMCS) are found to have the highest potential for reducing the weight of automobiles and passenger-oriented light trucks. Weight reduction potential for aluminum and carbon fiber-based PMCs are computed based on a set of component-specific replacement criteria (such as stiffness and strength), and the consequent incremental cost scenarios are developed. The authors assume that a materials R and D program successfully reduces the cost of manufacturing aluminum and carbon fiber PMC-intensive vehicles. A vehicle choice model is used to project market shares for the lightweight vehicles. A vehicle survival and age-related usage model is employed to compute energy consumption over time for the vehicle stock. After a review of projected costs, the following two sets of vehicles are characterized to compete with the conventional materials vehicles: (1) aluminum vehicles with limited replacement providing 19% weight reduction (AIV-Mid), and (2) aluminum vehicles with the maximum replacement providing 31% weight reduction (AIV-Max). Assuming mass-market introduction in 2005, the authors project a national petroleum energy savings of 3% for AIV-Mid and 5% for AIV-Max in 2030.

Managing impending environmental and energy challenges in the transport sector requires a dramatic reduction in both the petroleum consumption and greenhouse gas (GHG) emissions of in-use vehicles. This study quantifies ...

E85, which consists of nominally 85% fuel grade ethanol and 15% gasoline, must be used in flexible-fuel (or 'flexfuel') vehicles (FFVs) that can operate on fuel with an ethanol content of 0-85%. Published studies include measurements of the effect of E85 on tailpipe emissions for Tier 1 and older vehicles. Car manufacturers have also supplied a large body of FFV certification data to the U.S. Environmental Protection Agency, primarily on Tier 2 vehicles. These studies and certification data reveal wide variability in the effects of E85 on emissions from different vehicles. Comparing Tier 1 FFVs running on E85 to similar non-FFVs running on gasoline showed, on average, significant reductions in emissions of oxides of nitrogen (NOx; 54%), non-methane hydrocarbons (NMHCs; 27%), and carbon monoxide (CO; 18%) for E85. Comparing Tier 2 FFVs running on E85 and comparable non-FFVs running on gasoline shows, for E85 on average, a significant reduction in emissions of CO (20%), and no significant effect on emissions of non-methane organic gases (NMOGs). NOx emissions from Tier 2 FFVs averaged approximately 28% less than comparable non-FFVs. However, perhaps because of the wide range of Tier 2 NOx standards, the absolute difference in NOx emissions between Tier 2 FFVs and non-FFVs is not significant (P 0.28). It is interesting that Tier 2 FFVs operating on gasoline produced approximately 13% less NMOGs than non-FFVs operating on gasoline. The data for Tier 1 vehicles show that E85 will cause significant reductions in emissions of benzene and butadiene, and significant increases in emissions of formaldehyde and acetaldehyde, in comparison to emissions from gasoline in both FFVs and non-FFVs. The compound that makes up the largest proportion of organic emissions from E85-fueled FFVs is ethanol.

The potential exists to displace a portion of the petroleum diesel demand with butanol and positively impact engine-out particulate matter. As a preliminary investigation, 20% and 40% by volume blends of butanol with ultra low sulfur diesel fuel were operated in a 1999 Mercedes Benz C220 turbo diesel vehicle (Euro III compliant). Cold and hot start urban as well as highway drive cycle tests were performed for the two blends of butanol and compared to diesel fuel. In addition, 35 MPH and 55 MPH steady-state tests were conducted under varying road loads for the two fuel blends. Exhaust gas emissions, fuel consumption, and intake and exhaust temperatures were acquired for each test condition. Filter smoke numbers were also acquired during the steady-state tests.

The Institute of Gas Technology (IGT) was contracted by the National Renewable Energy Laboratory (NREL) to evaluate three compressed natural gas (CNG) conversion systems using a 1993 Chevrolet Lumina baseline vehicle. A fourth conversion system was added to the test matrix through funding support from Brooklyn Union. The objective of this project was to measure the Federal Test Procedure (FTP) emissions and fuel economy of the different conversion systems, and to compare the performance to gasoline-fueled operation and each other. Different natural gas compositions were selected to represent the 10th percentile, mean, and 90th percentile compositions distributed in the Continental United States. Testing with these different compositions demonstrated the systems` ability to accommodate the spectrum of gas found in the United States. Each compressed natural gas conversion system was installed and adjusted according to the manufacturer`s instructions. In addition to the FTP testing, an evaluation of the comparative installation times and derivability tests (based on AGA and CRC guidelines) were conducted on each system.

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

Cummins has successfully completed the LightDuty Efficient Clean Combustion (LDECC) cooperative program with DoE. This program was established in 2007 in support of the Department of Energy's Vehicles Technologies Advanced Combustion and Emissions Control initiative to remove critical barriers to the commercialization of advanced, high efficiency, emissions compliant internal combustion (IC) engines for lightdutyvehicles. Work in this area expanded the fundamental knowledge of engine combustion to new regimes and advanced the knowledge of fuel requirements for these diesel engines to realize their full potential. All of the following objectives were met with fuel efficiency improvement targets exceeded: (1) Improve lightdutyvehicle (5000 lb. test weight) fuel efficiency by 10.5% over today's state-of-the-art diesel engine on the FTP city drive cycle; (2) Develop and design an advanced combustion system plus aftertreatment system that synergistically meets Tier 2 Bin 5 NOx and PM emissions standards while demonstrating the efficiency improvements; (3) Maintain power density comparable to that of current conventional engines for the applicable vehicle class; and (4) Evaluate different fuel components and ensure combustion system compatibility with commercially available biofuels. Key accomplishments include: (1) A 25% improvement in fuel efficiency was achieved with the advanced LDECC engine equipped with a novel SCR aftertreatment system compared to the 10.5% target; (2) An 11% improvement in fuel efficiency was achieved with the advanced LDECC engine and no NOx aftertreamtent system; (3) Tier 2 Bin 5 and SFTP II emissions regulations were met with the advanced LDECC engine equipped with a novel SCR aftertreatment system; (4) Tier 2 Bin 5 emissions regulations were met with the advanced LDECC engine and no NOx aftertreatment, but SFTP II emissions regulations were not met for the US06 test cycle - Additional technical barriers exist for the no NOx aftertreatment engine; (5) Emissions and efficiency targets were reached with the use of biodiesel. A variety of biofuel feedstocks (soy, rapeseed, etc.) was investigated; (6) The advanced LDECC engine with low temperature combustion was compatible with commercially available biofuels as evaluated by engine performance testing and not durability testing; (7) The advanced LDECC engine equipped with a novel SCR aftertreatment system is the engine system architecture that is being further developed by the Cummins product development organization. Cost reduction and system robustness activities have been identified for future deployment; (8) The new engine and aftertreatment component technologies are being developed by the Cummins Component Business units (e.g. fuel system, turbomachinery, aftertreatment, electronics, etc.) to ensure commercial viability and deployment; (9) Cummins has demonstrated that the technologies developed for this program are scalable across the complete lightduty engine product offerings (2.8L to 6.7L engines); and (10) Key subsystems developed include - sequential two stage turbo, combustions system for low temperature combustion, novel SCR aftertreatment system with feedback control, and high pressure common rail fuel system. An important element of the success of this project was leveraging Cummins engine component technologies. Innovation in component technology coupled with system integration is enabling Cummins to move forward with the development of high efficiency clean diesel products with a long term goal of reaching a 40% improvement in thermal efficiency for the engine plus aftertreatment system. The 40% improvement is in-line with the current lightdutyvehicle efficiency targets set by the 2010 DoE Vehicle Technologies MYPP and supported through co-operative projects such as the Cummins Advanced Technology Powertrains for Light-DutyVehicles (ATP-LD) started in 2010.

Cummins has successfully completed the LightDuty Efficient Clean Combustion (LDECC) cooperative program with DoE. This program was established in 2007 in support of the Department of Energy’s Vehicles Technologies Advanced Combustion and Emissions Control initiative to remove critical barriers to the commercialization of advanced, high efficiency, emissions compliant internal combustion (IC) engines for lightdutyvehicles. Work in this area expanded the fundamental knowledge of engine combustion to new regimes and advanced the knowledge of fuel requirements for these diesel engines to realize their full potential. All of the following objectives were met with fuel efficiency improvement targets exceeded: 1. Improve lightdutyvehicle (5000 lb. test weight) fuel efficiency by 10.5% over today’s state-ofthe- art diesel engine on the FTP city drive cycle 2. Develop & design an advanced combustion system plus aftertreatment system that synergistically meets Tier 2 Bin 5 NOx and PM emissions standards while demonstrating the efficiency improvements. 3. Maintain power density comparable to that of current conventional engines for the applicable vehicle class. 4. Evaluate different fuel components and ensure combustion system compatibility with commercially available biofuels. Key accomplishments include: ? A 25% improvement in fuel efficiency was achieved with the advanced LDECC engine equipped with a novel SCR aftertreatment system compared to the 10.5% target ? An 11% improvement in fuel efficiency was achieved with the advanced LDECC engine and no NOx aftertreamtent system ? Tier 2 Bin 5 and SFTP II emissions regulations were met with the advanced LDECC engine equipped with a novel SCR aftertreatment system ? Tier 2 Bin 5 emissions regulations were met with the advanced LDECC engine and no NOx aftertreatment, but SFTP II emissions regulations were not met for the US06 test cycle – Additional technical barriers exist for the no NOx aftertreatment engine ? Emissions and efficiency targets were reached with the use of biodiesel. A variety of biofuel feedstocks (soy, rapeseed, etc.) was investigated. ? The advanced LDECC engine with low temperature combustion was compatible with commercially available biofuels as evaluated by engine performance testing and not durability testing. ? The advanced LDECC engine equipped with a novel SCR aftertreatment system is the engine system architecture that is being further developed by the Cummins product development organization. Cost reduction and system robustness activities have been identified for future deployment. ? The new engine and aftertreatment component technologies are being developed by the Cummins Component Business units (e.g. fuel system, turbomachinery, aftertreatment, electronics, etc.) to ensure commercial viability and deployment ? Cummins has demonstrated that the technologies developed for this program are scalable across the complete lightduty engine product offerings (2.8L to 6.7L engines) ? Key subsystems developed include – sequential two stage turbo, combustions system for low temperature combustion, novel SCR aftertreatment system with feedback control, and high pressure common rail fuel system An important element of the success of this project was leveraging Cummins engine component technologies. Innovation in component technology coupled with system integration is enabling Cummins to move forward with the development of high efficiency clean diesel products with a long term goal of reaching a 40% improvement in thermal efficiency for the engine plus aftertreatment system. The 40% improvement is in-line with the current lightdutyvehicle efficiency targets set by the 2010 DoE Vehicle Technologies MYPP and supported through co-operative projects such as the Cummins Advanced Technology Powertrains for Light- DutyVehicles (ATP-LD) started in 2010.

Cummins has successfully completed the LightDuty Efficient Clean Combustion (LDECC) cooperative program with DoE. This program was established in 2007 in support of the Department of Energy's Vehicles Technologies Advanced Combustion and Emissions Control initiative to remove critical barriers to the commercialization of advanced, high efficiency, emissions compliant internal combustion (IC) engines for lightdutyvehicles. Work in this area expanded the fundamental knowledge of engine combustion to new regimes and advanced the knowledge of fuel requirements for these diesel engines to realize their full potential. All of the following objectives were met with fuel efficiency improvement targets exceeded: (1) Improve lightdutyvehicle (5000 lb. test weight) fuel efficiency by 10.5% over today's state-of-the-art diesel engine on the FTP city drive cycle; (2) Develop and design an advanced combustion system plus aftertreatment system that synergistically meets Tier 2 Bin 5 NOx and PM emissions standards while demonstrating the efficiency improvements; (3) Maintain power density comparable to that of current conventional engines for the applicable vehicle class; and (4) Evaluate different fuel components and ensure combustion system compatibility with commercially available biofuels. Key accomplishments include: (1) A 25% improvement in fuel efficiency was achieved with the advanced LDECC engine equipped with a novel SCR aftertreatment system compared to the 10.5% target; (2) An 11% improvement in fuel efficiency was achieved with the advanced LDECC engine and no NOx aftertreamtent system; (3) Tier 2 Bin 5 and SFTP II emissions regulations were met with the advanced LDECC engine equipped with a novel SCR aftertreatment system; (4) Tier 2 Bin 5 emissions regulations were met with the advanced LDECC engine and no NOx aftertreatment, but SFTP II emissions regulations were not met for the US06 test cycle - Additional technical barriers exist for the no NOx aftertreatment engine; (5) Emissions and efficiency targets were reached with the use of biodiesel. A variety of biofuel feedstocks (soy, rapeseed, etc.) was investigated; (6) The advanced LDECC engine with low temperature combustion was compatible with commercially available biofuels as evaluated by engine performance testing and not durability testing; (7) The advanced LDECC engine equipped with a novel SCR aftertreatment system is the engine system architecture that is being further developed by the Cummins product development organization. Cost reduction and system robustness activities have been identified for future deployment; (8) The new engine and aftertreatment component technologies are being developed by the Cummins Component Business units (e.g. fuel system, turbomachinery, aftertreatment, electronics, etc.) to ensure commercial viability and deployment; (9) Cummins has demonstrated that the technologies developed for this program are scalable across the complete lightduty engine product offerings (2.8L to 6.7L engines); and (10) Key subsystems developed include - sequential two stage turbo, combustions system for low temperature combustion, novel SCR aftertreatment system with feedback control, and high pressure common rail fuel system. An important element of the success of this project was leveraging Cummins engine component technologies. Innovation in component technology coupled with system integration is enabling Cummins to move forward with the development of high efficiency clean diesel products with a long term goal of reaching a 40% improvement in thermal efficiency for the engine plus aftertreatment system. The 40% improvement is in-line with the current lightdutyvehicle efficiency targets set by the 2010 DoE Vehicle Technologies MYPP and supported through co-operative projects such as the Cummins Advanced Technology Powertrains for Light-DutyVehicles (ATP-LD) started in 2010.

The study investigated the impact of ethanol blends on criteria emissions (THC, NMHC, CO, NOx), greenhouse gas (CO2), and a suite of unregulated pollutants in a fleet of gasoline-powered light-dutyvehicles. The vehicles ranged in model year from 1984 to 2007 and included one Flexible Fuel Vehicle (FFV). Emission and fuel consumption measurements were performed in duplicate or triplicate over the Federal Test Procedure (FTP) driving cycle using a chassis dynamometer for four fuels in each of seven vehicles. The test fuels included a CARB phase 2 certification fuel with 11% MTBE content, a CARB phase 3 certification fuel with a 5.7% ethanol content, and E10, E20, E50, and E85 fuels. In most cases, THC and NMHC emissions were lower with the ethanol blends, while the use of E85 resulted in increases of THC and NMHC for the FFV. CO emissions were lower with ethanol blends for all vehicles and significantly decreased for earlier model vehicles. Results for NOx emissions were mixed, with some older vehicles showing increases with increasing ethanol level, while other vehicles showed either no impact or a slight, but not statistically significant, decrease. CO2 emissions did not show any significant trends. Fuel economy showed decreasing trends with increasing ethanol content in later model vehicles. There was also a consistent trend of increasing acetaldehyde emissions with increasing ethanol level, but other carbonyls did not show strong trends. The use of E85 resulted in significantly higher formaldehyde and acetaldehyde emissions than the specification fuels or other ethanol blends. BTEX and 1,3-butadiene emissions were lower with ethanol blends compared to the CARB 2 fuel, and were almost undetectable from the E85 fuel. The largest contribution to total carbonyls and other toxics was during the cold-start phase of FTP.

I appreciate the opportunity to provide comments on the joint rulemaking to establish greenhouse gas emission and fuel economy standards for light-dutyvehicles. My comments are directed at the choice of vehicle footprint as the attribute by which to vary fuel economy and greenhouse gas emission standards, in the interest of protecting vehicle occupants from death or serious injury. I have made several of these points before when commenting on previous NHTSA rulemakings regarding CAFE standards and safety. The comments today are mine alone, and do not necessarily represent the views of the US Department of Energy, Lawrence Berkeley National Laboratory, or the University of California. My comments can be summarized as follows: (1) My updated analysis of casualty risk finds that, after accounting for drivers and crash location, there is a wide range in casualty risk for vehicles with the same weight or footprint. This suggests that reducing vehicle weight or footprint will not necessarily result in increased fatalities or serious injuries. (2) Indeed, the recent safety record of crossover SUVs indicates that weight reduction in this class of vehicles resulted in a reduction in fatality risks. (3) Computer crash simulations can pinpoint the effect of specific design changes on vehicle safety; these analyses are preferable to regression analyses, which rely on historical vehicle designs, and cannot fully isolate the effect of specific design changes, such as weight reduction, on crash outcomes. (4) There is evidence that automakers planned to build more large light trucks in response to the footprint-based light truck CAFE standards. Such an increase in the number of large light trucks on the road may decrease, rather than increase, overall safety.

learned from natural gas for vehicles," Energy Policy, vol.learned from natural gas for vehicles." Energy Policy 30(7):Policy, Flynn, the former president of Canadian firm CNG Fuel Systems discusses lessons from compressed-natural-gas-

Vehicles equipped with idle-stop (IS) systems are capable of engine shut down when the vehicle is stopped and rapid engine re-start for the vehicle launch. This capability reduces fuel consumption and emissions during periods when the engine is not being utilized to provide propulsion or to power accessories. IS systems are a low-cost and fast-growing technology in the industry-wide pursuit of increased vehicle efficiency, possibly becoming standard features in European vehicles in the near future. In contrast, currently there are only three non-hybrid vehicle models for sale in North America with IS systems and these models are distinctly low-volume models. As part of the United States Department of Energy’s Advanced Vehicle Testing Activity, ECOtality North America has tested the real-world effect of IS systems on fuel consumption in three vehicle models imported from Europe. These vehicles were chosen to represent three types of systems: (1) spark ignition with 12-V belt alternator starter; (2) compression ignition with 12-V belt alternator starter; and (3) direct-injection spark ignition, with 12-V belt alternator starter/combustion restart. The vehicles have undergone both dynamometer and on-road testing; the test results show somewhat conflicting data. The laboratory data and the portion of the on-road data in which driving is conducted on a prescribed route with trained drivers produced significant fuel economy improvement. However, the fleet data do not corroborate improvement, even though the data show significant engine-off time. It is possible that the effects of the varying driving styles and routes in the fleet testing overshadowed the fuel economy improvements. More testing with the same driver over routes that are similar with the IS system-enabled and disabled is recommended. There is anecdotal evidence that current Environmental Protection Agency fuel economy test procedures do not capture the fuel economy gains that IS systems produce in real-world driving. The program test results provide information on the veracity of these claims.

An investigation was conducted on the emissions and efficiency from hydrogen blended compressed natural gas (CNG) in lightdutyvehicles. The different blends used in this investigation were 0%, 15%, 30%, 50%, 80%, 95%, and ~100% hydrogen, the remainder being compressed natural gas. The blends were tested using a Ford F-150 and a Chevrolet Silverado truck supplied by Arizona Public Services. Tests on emissions were performed using four different driving condition tests. Previous investigation by Don Karner and James Frankfort on a similar Ford F-150 using a 30% hydrogen blend showed that there was substantial reduction when compared to gasoline in carbon monoxide (CO), nitrogen oxide (NOx), and carbon dioxide (CO2) emissions while the reduction in hydrocarbon (HC) emissions was minimal. This investigation was performed using different blends of CNG and hydrogen to evaluate the emissions reducing capabilities associated with the use of the different fuel blends. The results were then tested statistically to confirm or reject the hypotheses on the emission reduction capabilities. Statistically analysis was performed on the test results to determine whether hydrogen concentration in the HCNG had any effect on the emissions and the fuel efficiency. It was found that emissions from hydrogen blended compressed natural gas were a function of driving condition employed. Emissions were found to be dependent on the concentration of hydrogen in the compressed natural gas fuel blend.

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

Consumer preferences are key to the adoption of new vehicle technologies. Barriers to consumer adoption include price and other obstacles, such as limited driving range and charging infrastructure; unfamiliarity with the technology and uncertainty about direct benefits; limited makes and models with the technology; reputation or perception of the technology; standardization issues; and regulations. For each of these non-cost barriers, this report estimates an effective cost and summarizes underlying influences on consumer preferences, approximate magnitude and relative severity, and assesses potential actions, based on a comprehensive literature review. While the report concludes that non-cost barriers are significant, effective cost and potential market share are very uncertain. Policies and programs including opportunities for drivers to test drive advanced vehicles, general public outreach and information programs, incentives for providing charging and fueling infrastructure, and development of technology standards were examined for their ability to address barriers, but little quantitative data exists on the effectiveness of these measures. This is one in a series of reports produced as a result of the Transportation Energy Futures project, a Department of Energy-sponsored multi-agency effort to pinpoint underexplored strategies for reducing GHGs and petroleum dependence related to transportation.

Even with advances in vehicle technology, both conservation and methods for reducing the fuel consumption of existing vehicles are needed to decrease the petroleum consumption and greenhouse gas emissions of the U.S. ...

This report reviews, assesses, and summarizes the research and development status of diesel engine technology applicable to light-dutyvehicles. In addition, it identifies specific basic and applied research and development needs in light-duty diesel technology and related health areas where initial or increased participation by the US Government would be desirable. The material presented in this report updates information provided in the first diesel engine status report prepared by the Aerospace Corporation for the Department of Energy in September, 1978.

In this report, estimates are provided of the potential, by 2010, to displace conventional light-dutyvehicle motor fuels with alternative fuels--compressed natural gas (CNG), liquefied petroleum gas (LPG), methanol from natural gas, ethanol from grain and from cellulosic feedstocks, and electricity--and with replacement fuels such as oxygenates added to gasoline. The 2010 estimates include the motor fuel displacement resulting both from government programs (including the Clean Air Act and EPACT) and from potential market forces. This report also provides an estimate of motor fuel displacement by replacement and alterative fuels in the year 2000. However, in contrast to the 2010 estimates, the year 2000 estimate is restricted to an accounting of the effects of existing programs and regulations. 27 figs., 108 tabs.

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

learned from natural gas for vehicles," Energy Policy, vol.learned from natural gas for vehicles." Energy Policy 30(7):Policy, Flynn, the former president of Canadian firm CNG Fuel Systems discusses lessons from compressed-natural-gas-

learned from natural gas for vehicles," Energy Policy, vol.learned from natural gas for vehicles." Energy Policy 30(7):Policy, Flynn, the former president of Canadian firm CNG Fuel Systems discusses lessons from compressed-natural-gas-

Detroit Diesel's test experience on lightduty truck PM aftertreatment technology development will be presented. The Tier-II extremely low emissions standards combined with the light-duty test cycle impose a significant challenge for the development of production-viable emissions technologies. A robust general path to achieve these emissions targets will be outlined.

The Role of Biomass in America's Energy Future (RBAEF) is a multi-institution, multiple-sponsor research project. The primary focus of the project is to analyze and assess the potential of transportation fuels derived from cellulosic biomass in the years 2015 to 2030. For this project, researchers at Dartmouth College and Princeton University designed and simulated an advanced fermentation process to produce fuel ethanol/protein, a thermochemical process to produce Fischer-Tropsch diesel (FTD) and dimethyl ether (DME), and a combined heat and power plant to co-produce steam and electricity using the ASPEN Plus{trademark} model. With support from the U.S. Department of Energy (DOE), Argonne National Laboratory (ANL) conducted, for the RBAEF project, a mobility chains or well-to-wheels (WTW) analysis using the Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET) model developed at ANL. The mobility chains analysis was intended to estimate the energy consumption and emissions associated with the use of different production biofuels in light-dutyvehicle technologies.

The Role of Biomass in America's Energy Future (RBAEF) is a multi-institution, multiple-sponsor research project. The primary focus of the project is to analyze and assess the potential of transportation fuels derived from cellulosic biomass in the years 2015 to 2030. For this project, researchers at Dartmouth College and Princeton University designed and simulated an advanced fermentation process to produce fuel ethanol/protein, a thermochemical process to produce Fischer-Tropsch diesel (FTD) and dimethyl ether (DME), and a combined heat and power plant to co-produce steam and electricity using the ASPEN Plus{trademark} model. With support from the U.S. Department of Energy (DOE), Argonne National Laboratory (ANL) conducted, for the RBAEF project, a mobility chains or well-to-wheels (WTW) analysis using the Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET) model developed at ANL. The mobility chains analysis was intended to estimate the energy consumption and emissions associated with the use of different production biofuels in light-dutyvehicle technologies.

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

This plan details the methods and procedures necessary to ensure a safe transition in the operation of the LightDuty Utility Arm (LDUA) System. The steps identified here outline the work scope and identify responsibilities to complete startup, and turnover of the LDUA to Characterization Project Operations (CPO).

The main objective of the EC funded HEATRECAR project is to reduce the energy consumption and curb CO2 emissions of vehicles by massively harvesting electrical energy from the exhaust system and re-use this energy to supply electrical components within the vehicle or to feed the power train of hybrid electrical vehicles. HEATRECAR is targeting lightduty trucks and focuses on the development and the optimization of a Thermo Electric Generator (TEG) including heat exchanger

2001 and subsequent model-year passenger cars, light-duty trucks, and medium-duty trucks for which non-methane organic gas (NMOG) exhaust emission reduction credit is requested as a result of the use of a DOR technology on a motor vehicle radiator, air conditioning assembly, or other appropriate substrate. REFERENCES:

Flywheels have the possibility of providing high turnaround efficiency and high specific power output. These characteristics are very important for the successful manufacture of parallel and series hybrid vehicles, which have the potential for providing high fuel economy and very low emissions with range and performance comparable to today`s light-dutyvehicles. Flywheels have a high specific power output, but relatively low specific energy output. Therefore, it is of importance to determine energy and power requirements for flywheels applied to light-dutyvehicles. Vehicle applications that require an energy storage system with high power and low energy are likely to benefit from a flywheel. In this paper, a vehicle simulation code and a flywheel model are applied to the calculation of optimum flywheel energy storage capacity for a parallel and a series hybrid vehicle. A conventional vehicle is also evaluated as a base-case, to provide an indication of the fuel economy gains that can be obtained with flywheel hybrid vehicles. The results of the analysis indicate that the optimum flywheel energy storage capacity is relatively small. This results in a low weight unit that has a significant power output and high efficiency. Emissions generated by the hybrid vehicles are not calculated, but have the potential of being significantly lower than the emissions from the conventional car.

COMMERCIAL TRUCKS COMMERCIAL TRUCKS AVIATION MARINE MODES RAILROADS PIPELINES OFF-ROAD EQUIPMENT Potential for Energy Efficiency Improvement Beyond the Light-Duty-Vehicle Sector TRANSPORTATION ENERGY FUTURES SERIES: Potential for Energy Efficiency Improvement Beyond the Light-Duty-Vehicle Sector A Study Sponsored by U.S. Department of Energy Office of Energy Efficiency and Renewable Energy February 2013 Prepared by ARGONNE NATIONAL LABORATORY Argonne, IL 60439 managed by U Chicago Argonne, LLC for the U.S. DEPARTMENT OF ENERGY under contract DE-AC02-06CH11357 This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency thereof, nor any of their employees, makes any warranty, expressed or implied, or assumes any legal liability or

This document is a report of the LightDuty Utility Arm (LDUA) drawing walkdown. The purpose of this walkdown was to validate the essential configuration of the LDUA in preparation of deploying the equipment in a Hanford waste tank. The LDUA system has, over the course of its development, caused the generation of a considerable number of design drawings. The number of drawings is estimated to be well over 1,000. A large number consist of vendor type drawings, furnished by both Pacific Northwest National Laboratory (PNNL) and SPAR Aerospace Limited (SPAR). A smaller number, approximately 200, are H-6 type drawing sheets in the Project Hanford Management Contract (PHMC) document control system. A preliminary inspection of the drawings showed that the physical configuration of the LDUA did not match the documented configuration. As a result of these findings, a scoping walkdown of 20 critical drawing sheets was performed to determine if a problem existed in configuration management of the LDUA system. The results of this activity showed that 18 of the 20 drawing sheets were found to contain errors or omissions of varying concern. Given this, Characterization Engineering determined that a walkdown of the drawings necessary and sufficient to enable safe operation and maintenance of the LDUA should be performed. A review team was assembled to perform a review of all of the drawings and determine the set which would need to be verified through an engineering walkdown. The team determined that approximately 150 H-6 type drawing sheets would need to be verified, 12 SPAR/PNNL drawing sheets would need to be verified and converted to H-6 drawings, and three to six new drawings would be created (see Appendix A). This report documents the results of that walkdown.

This letter transmits the attached Manufacturers Advisory Correspondence (MAC) which informs vehicle manufacturers of the need to submit demonstrations of compliance with the Inspection and Maintenance (I/M) idle mode and Acceleration Simulation Mode (ASM) loaded mode emission standards, for all 2000 and subsequent model-year emission-data vehicles (EDVs) at the time of certification. If you have any questions or comments, please contact

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

A number of auto companies have announced plans to have fuel cell powered vehicles on the road by the year 2004. The low-temperature polymer electrolyte fuel cells to be used in these vehicles require high quality hydrogen. Without a hydrogen-refueling infrastructure, these vehicles need to convert the available hydrocarbon fuels into a hydrogen-rich gas on-board the vehicle. Earlier analysis has shown that fuel processors based on partial oxidation reforming are well suited to meet the size and weight targets and the other performance-related needs of on-board fuel processors for light-duty fuel cell vehicles (1).

This report provides newly available national and regional data and analyzes the nation's energy use by light-dutyvehicles. This release represents the analytical component of the report, with a data component having been released in early 2005.

A 1.9L turbo direct injection (TDI) diesel engine was modified to achieve the upcoming Tier 2 Bin 5 emission standard in combination with a NOx adsorber catalyst (NAC) and a diesel particulate filter (DPF). The primary objective for developing this test bed is to investigating the effects of different fuel sulfur contents on the performance of an advanced emission control system (ECS) in a light-duty application. During the development process, the engine-out emissions were minimized by applying a state-of-the-art combustion system in combination with cooled exhaust gas recirculation (EGR). The subsequent calibration effort resulted in emission levels requiring 80-90 percent nitrogen-oxide (NOx) and particulate matter (PM) conversion rates by the corresponding ECS. The strategy development included ean/rich modulation for NAC regeneration, as well as, the desulfurization of the NAC and the regeneration of the DPF. Two slightly different ECS were investigated and calibrated. The initial vehicle results in an Audi A4 station wagon over the federal test procedure (FTP), US 06, and the highway fuel economy test (HFET) cycle indicate the potential of these configuration to meet the future Tier 2 emission standard.

This report analyzes the relationship between vehicle weight, size (wheelbase, track width, and their product, footprint), and safety, for individual vehicle makes and models. Vehicle weight and footprint are correlated with a correlation coefficient (R{sup 2}) of about 0.62. The relationship is stronger for cars (0.69) than for light trucks (0.42); light trucks include minivans, fullsize vans, truck-based SUVs, crossover SUVs, and pickup trucks. The correlation between wheelbase and track width, the components of footprint, is about 0.61 for all light vehicles, 0.62 for cars and 0.48 for light trucks. However, the footprint data used in this analysis does not vary for different versions of the same vehicle model, as curb weight does; the analysis could be improved with more precise data on footprint for different versions of the same vehicle model. Although US fatality risk to drivers (driver fatalities per million registered vehicles) decreases as vehicle footprint increases, there is very little correlation either for all light vehicles (0.01), or cars (0.07) or trucks (0.11). The correlation between footprint and fatality risks cars impose on drivers of other vehicles is also very low (0.01); for trucks the correlation is higher (0.30), with risk to others increasing as truck footprint increases. Fatality risks reported here do not account for differences in annual miles driven, driver age or gender, or crash location by vehicle type or model. It is difficult to account for these factors using data on national fatal crashes because the number of vehicles registered to, for instance, young males in urban areas is not readily available by vehicle type or model. State data on all police-reported crashes can be used to estimate casualty risks that account for miles driven, driver age and gender, and crash location. The number of vehicles involved in a crash can act as a proxy of the number of miles a given vehicle type, or model, is driven per year, and is a preferable unit of exposure to a serious crash than the number of registered vehicles. However, because there are relatively few fatalities in the states providing crash data, we calculate casualty risks, which are the sum of fatalities and serious or incapacitating injuries, per vehicle involved in a crash reported to the police. We can account for driver age/gender and driving location effects by excluding from analysis crashes (and casualties) involving young males and the elderly, and occurring in very rural or very urban counties. Using state data on all police-reported crashes in five states, we find that excluding crashes involving young male and elderly drivers has little effect on casualty risk; however, excluding crashes that occurred in the most rural and most urban counties (based on population density) increases casualty risk for all vehicle types except pickups. This suggests that risks for pickups are overstated unless they account for the population density of the county in which the crashes occur. After removing crashes involving young males and elderly drivers, and those occurring in the most rural and most urban counties, we find that casualty risk in all light-dutyvehicles tends to increase with increasing weight or footprint; however, the correlation (R{sup 2}) between casualty risk and vehicle weight is 0.31, while the correlation with footprint is 0.23. These relationships are stronger for cars than for light trucks. The correlation between casualty risk in frontal crashes and light-dutyvehicle wheelbase is 0.12, while the correlation between casualty risk in left side crashes and track width is 0.36. We calculated separately the casualty risks vehicles impose on drivers of the other vehicles with which they crash. The correlation between casualty risk imposed by light trucks on drivers of other vehicles and light truck footprint is 0.15, while the correlation with light truck footprint is 0.33; risk imposed on others increases as light truck weight or footprint increases. Our analysis indicates that, after excluding crashes involving young m

During the summers of 2004 and 2006, extinction and scattering coefficients of particle emissions inside a San Francisco Bay Area roadway tunnel were measured using a combined cavity ring-down and nephelometer instrument. Particle size distributions and humidification were also measured, as well as several gas phase species. Vehicles in the tunnel traveled up a 4% grade at a speed of approximately 60 km h{sup -1}. The traffic situation in the tunnel allows the apportionment of emission factors between lightduty gasoline vehicles and diesel trucks. Cross-section emission factors for optical properties were determined for the apportioned vehicles to be consistent with gas phase and particulate matter emission factors. The absorption emission factor (the absorption cross-section per mass of fuel burned) for diesel trucks (4.4 {+-} 0.79 m{sup 2} kg{sup -1}) was 22 times larger than for light-duty gasoline vehicles (0.20 {+-} 0.05 m{sup 2} kg{sup -1}). The single scattering albedo of particles - which represents the fraction of incident light that is scattered as opposed to absorbed - was 0.2 for diesel trucks and 0.3 for lightduty gasoline vehicles. These facts indicate that particulate matter from motor vehicles exerts a positive (i.e., warming) radiative climate forcing. Average particulate mass absorption efficiencies for diesel trucks and lightduty gasoline vehicles were 3.14 {+-} 0.88 m{sup 2} g{sub PM}{sup -1} and 2.9 {+-} 1.07 m{sup 2} g{sub PM}{sup -1}, respectively. Particle size distributions and optical properties were insensitive to increases in relative humidity to values in excess of 90%, reinforcing previous findings that freshly emitted motor vehicle particulate matter is hydrophobic.

The early generation of the DELTA engine has been thoroughly tested and characterized in the virtual lab, during engine dynamometer testing, and on lightduty trucks for personal transportation. This paper provides an up-to-date account of program findings. Further, the next generation engine design and future program plans will be briefly presented.

We utilize the Powertrain Systems Analysis Toolkit (PSAT) combined with transient engine and aftertreatment component models to simulate the impact of premixed charge compression ignition (PCCI) on the fuel economy and emissions of light-duty (LD) diesel-powered conventional and hybrid electric vehicles (HEVs). Our simulated aftertreatment train consists of a diesel oxidation catalyst (DOC), lean NOx trap (LNT), and catalyzed diesel particulate filter (DPF). The results indicate that utilizing PCCI combustion significantly reduces fuel consumption and tailpipe emissions for the conventional diesel-powered vehicle with NOx and particulate emissions controls. These benefits result from a favorable engine speed-load distribution over the cycle combined with a corresponding reduction in the need to regenerate the LNT and DPF. However, the current PCCI technology appears to offer less potential benefit for diesel HEVs equipped with similar emissions controls. This is because PCCI can only be activated over a relatively small part of the drive cycle. Thus we conclude that future utilization of PCCI in diesel HEVs will require significant extension of the available speed-load range for PCCI and revision of current HEV engine management strategies before significant benefits can be realized.

In this pamphlet, program goal, description, vehicles/fuels tested, and selected emissions results are given for light-duty and heavy-duty vehicles. Other NREL R&D programs and publications are mentioned briefly.

The purpose of this report is to recommend a single shell tank in which to hot test the LightDuty Utility Arm (LDUA) for the Tank Waste Remediation System (TWRS) in Fiscal Year 1996. The LDUA is designed to utilize a 12 inch riser. During hot testing, the LDUA will deploy two end effectors (a High Resolution Stereoscopic Video Camera System and a Still/Stereo Photography System mounted on the end of the arm`s tool interface plate). In addition, three other systems (an Overview Video System, an Overview Stereo Video System, and a Topographic Mapping System) will be independently deployed and tested through 4 inch risers.

An integrated development approach using seasoned engine technology methodologies, virtual lab parametric investigations, and selected hardware verification tests reflects today's state-of-the-art R&D trends. This presentation will outline such a strategy. The use of this ''Wired'' approach results in substantial reduction in the development cycle time and hardware iterations. An example showing the virtual lab application for a viable design of the air-exhaust-turbocharger system of a lightduty truck engine for personal transportation will be presented.

SwRI was contracted by NREL to evaluate three LPG conversion kits on a Chevrolet Lumina. The objective of the project was to measure the Federal Test Procedure (FTP) emissions and fuel economy of these kits, and compare their performance to gasoline-fueled operation and to each other. Varying LPG fuel blends allowed a preliminary look at the potential for fuel system disturbance. The project required kit installation and adjustment according to manufacturer`s instructions. A limited amount of trouble diagnosis was also performed on the fuel systems. A simultaneous contract from the Texas Railroad Commission, in cooperation with NREL, provided funds for additional testing with market fuels (HD5 propane and industry average gasoline) and hydrocarbon (HC) emissions speciation to determine the ozone-forming potential of LPG HC emissions. This report documents the procurement, installation, and testing of these LPG conversion kits.

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

Reducing greenhouse gas (GHG) emissions is of great concern in Japan, as well as elsewhere, such as in the U.S. and EU. More than 20% of GHG emissions in Japan come from the transportation sector, and a more than 70% ...

biological processes, thermochemical processes, and steam and electricity generation. The Role of Biomass BOUNDARY Fuel pathways simulated in this study are divided into five stages: biomass farming; biomass it undergoes anaerobic and aerobic fermentation. In the thermochemical plant (TCP), biomass feedstock undergoes

Sulfur poisoning from engine fuel and lube is one of the most recognizable degradation mechanisms of a NOx adsorber catalyst system for diesel emission reduction. Even with the availability of 15 ppm sulfur diesel fuel, NOx adsorber will be deactivated without an effective sulfur management. Two general pathways are currently being explored for sulfur management: (1) the use of a disposable SOx trap that can be replaced or rejuvenated offline periodically, and (2) the use of diesel fuel injection in the exhaust and high temperature de-sulfation approach to remove the sulfur poisons to recover the NOx trapping efficiency. The major concern of the de-sulfation process is the many prolonged high temperature rich cycles that catalyst will encounter during its useful life. It is shown that NOx adsorber catalyst suffers some loss of its trapping capacity upon high temperature lean-rich exposure. With the use of a disposable SOx trap to remove large portion of the sulfur poisons from the exhaust, the NOx adsorber catalyst can be protected and the numbers of de-sulfation events can be greatly reduced. Spectroscopic techniques, such as DRIFTS and Raman, have been used to monitor the underlying chemical reactions during NOx trapping/ regeneration and de-sulfation periods, and provide a fundamental understanding of NOx storage capacity and catalyst degradation mechanism using model catalysts. This paper examines the sulfur effect on two model NOx adsorber catalysts. The chemistry of SOx/base metal oxides and the sulfation product pathways and their corresponding spectroscopic data are discussed. SAE Paper SAE-2003-01-3245 {copyright} 2003 SAE International. This paper is published on this website with permission from SAE International. As a user of this website, you are permitted to view this paper on-line, download this pdf file and print one copy of this paper at no cost for your use only. The downloaded pdf file and printout of this SAE paper may not be copied, distributed or forwarded to others or for the use of others.

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

to farmgate or forest roadside (not transportation or conversion) Â· Exogenous targets for biofuel production emissions related to biofuels Â­ Emissions can be reduced by including a broad set of incentives targeting Â· Resource assessment and indirect land use change 2 #12;Increasing Feedstock Production for Biofuels

Energy Storage Energy Storage Improving the batteries for electric drive vehicles, including hybrid electric (HEV) and plug-in electric (PEV) vehicles, is key to improving vehicles' economic, social, and environmental sustainability. In fact, transitioning to a light-duty fleet of HEVs and PEVs could reduce U.S. foreign oil dependence by 30-60% and greenhouse gas emissions by 30-45%, depending on the exact mix of technologies. For a general overview of electric drive vehicles, see the DOE's Alternative Fuel Data Center's pages on Hybrid and Plug-in Electric Vehicles and Vehicle Batteries. While a number of electric drive vehicles are available on the market, further improvements in batteries could make them more affordable and convenient to consumers. In addition to light-dutyvehicles, some heavy-duty manufacturers are also pursuing hybridization of medium and heavy-duty vehicles to improve fuel economy and reduce idling.

This annual guide features a comprehensive list of 2014 light-duty alternative fuel and advanced vehicles, grouped by fuel and technology. The guide provides model-specific information on vehicle specifications, manufacturer suggested retail price, fuel economy, energy impact, and emissions. The information can be used to identify options, compare vehicles, and help inform purchase decisions.

The 2011 Clean Cities Light-DutyVehicle Buyer's Guide is a consumer publication that provides a comprehensive list of commercially available alternative fuel and advanced vehicles in model year 2011. The guide allows for side-by-side comparisons of fuel economy, price, emissions, and vehicle specifications.

This paper examines the hydrocarbon (C{sub 1}/NO{sub x} ratio) and electrical energy density (ratio of power to exhaust flow rate) requirements in the plasma during plasma-assisted catalytic reduction of NO{sub x}. The requirements for treatment of NO{sub x} in heavy-duty and light-duty diesel engines are compared. It is shown that, for light-duty applications, the plasma can significantly enhance the catalytic reduction of NO{sub x} with little fuel penalty incurred in the plasma process.

Reactivity Controlled Compression Ignition (RCCI) is an engine combustion strategy that that produces low NO{sub x} and PM emissions with high thermal efficiency. Previous RCCI research has been investigated in single-cylinder heavy-duty engines. The current study investigates RCCI operation in a light-duty multi-cylinder engine at 3 operating points. These operating points were chosen to cover a range of conditions seen in the US EPA light-duty FTP test. The operating points were chosen by the Ad Hoc working group to simulate operation in the FTP test. The fueling strategy for the engine experiments consisted of in-cylinder fuel blending using port fuel-injection (PFI) of gasoline and early-cycle, direct-injection (DI) of diesel fuel. At these 3 points, the stock engine configuration is compared to operation with both the original equipment manufacturer (OEM) and custom machined pistons designed for RCCI operation. The pistons were designed with assistance from the KIVA 3V computational fluid dynamics (CFD) code. By using a genetic algorithm optimization, in conjunction with KIVA, the piston bowl profile was optimized for dedicated RCCI operation to reduce unburned fuel emissions and piston bowl surface area. By reducing these parameters, the thermal efficiency of the engine was improved while maintaining low NOx and PM emissions. Results show that with the new piston bowl profile and an optimized injection schedule, RCCI brake thermal efficiency was increased from 37%, with the stock EURO IV configuration, to 40% at the 2,600 rev/min, 6.9 bar BMEP condition, and NOx and PM emissions targets were met without the need for exhaust after-treatment.

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

Increases in the U.S. Corporate Average Fuel Economy (CAFE) Standards for 2017 to 2025 model year light-dutyvehicles are currently under consideration. This analysis uses an economy-wide model with detail in the passenger ...

This report describes an experimental investigation of the potential for an enhanced ignition system to lower the cold-start emissions of a light-dutyvehicle engine using fuel ethanol (commonly referred to as E85). Plasma jet ignition and conventional inductive ignition were compared for a General Motors 4-cylinder, alcohol-compatible engine. Emission and combustion stability measurements were made over a range of air/fuel ratios and spark timing settings using a steady-state, cold-idle experimental technique in which the engine coolant was maintained at 25 C to simulate cold-running conditions. These tests were aimed at identifying the degree to which calibration strategies such as mixture enleanment and retarded spark timing could lower engine-out hydrocarbon emissions and raise exhaust temperatures, as well as determining how such calibration changes would affect the combustion stability of the engine (as quantified by the coefficient of variation, or COV, of indicated mean effective pressure calculated from successive cylinder pressure measurements). 44 refs., 39 figs.

Research Research Search More Search Options Site Map Photo of Advanced Automotive Manikin Reducing fuel consumption by air conditioning systems is the focus of Vehicle Ancillary Loads Reduction (VALR) activities at NREL. About 7 billion gallons of fuel-about 5.5% of total national light-dutyvehicle fuel use-are used annually just to cool light-dutyvehicles in the United States. That's why our VALR team works with industry to help increase fuel economy and reduce tailpipe emissions by reducing the ancillary loads requirements in vehicles while maintaining the thermal comfort of the passengers. Approaches include improved cabin insulation, advanced window systems, advanced cooling and venting systems, and heat generated cooling. Another focus of the VALR project is ADAM, the ADvanced Automotive Manikin

Propane-Fueled Vehicle Basics Propane-Fueled Vehicle Basics Propane-Fueled Vehicle Basics August 20, 2013 - 9:16am Addthis There are more than 270,000 on-road propane vehicles in the United States and more than 10 million worldwide. Many are used in fleets, including light- and heavy-duty trucks, buses, taxicabs, police cars, and rental and delivery vehicles. Compared with vehicles fueled with conventional diesel and gasoline, propane vehicles can produce significantly fewer harmful emissions. The availability of new light-duty original equipment manufacturer propane vehicles has declined in recent years. However, certified installers can economically and reliably retrofit many light-dutyvehicles for propane operation. Propane engines and fueling systems are also available for heavy-duty vehicles such as school buses and street sweepers.

In 1996, the State of Ohio established a project to demonstrate the use of an ethanol blend (E85, which is 85% transportation-grade ethanol and 15% gasoline) as a transportation fuel in flexible-fuel vehicles (FFVs). The study included ten FFVs and three gasoline vehicles (used as control vehicles) operated by five state agencies. The project included 24 months of data collection on vehicle operations. This report presents the data collection and analysis from the study, with a focus on the last year.

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

In 1996, the State of Ohio established a project to demonstrate the use of an ethanol blend (E85, which is 85% transportation-grade ethanol and 15% gasoline) as a transportation fuel in flexible-fuel vehicles (FFVs). The study included ten FFVs and three gasoline vehicles (used as control vehicles) operated by five state agencies. The project included 24 months of data collection on vehicle operations. This report presents the data collection and analysis from the study, with a focus on the last year.

Modern diesel engines used in light-duty transportation applications have peak brake thermal efficiencies in the range of 40-42% for high-load operation with substantially lower efficiencies at realistic road-load conditions. Thermodynamic energy and exergy analysis reveals that the largest losses from these engines are due to combustion irreversibility and heat loss to the coolant, through the exhaust, and by direct convection and radiation to the environment. Substantial improvement in overall engine efficiency requires reducing or recovering these losses. Unfortunately, much of the heat transfer either occurs at relatively low temperatures resulting in large entropy generation (such as in the air-charge cooler), is transferred to low-exergy flow streams (such as the oil and engine coolant), or is radiated or convected directly to the environment. While there are significant opportunities for recovery from the exhaust and EGR cooler for heavy-duty applications, achieving similar benefits for light-duty applications is complicated by transient, low-load operation at typical driving conditions and competition with the turbocharger and aftertreatment system for the limited thermal resources. We have developed an organic Rankine cycle model using GT-Suite to investigate the potential for efficiency improvement through waste-heat recovery from the exhaust and EGR cooler of a light-duty diesel engine. The model is used to examine the effects of efficiency-improvement strategies such as cylinder deactivation, use of advanced materials and improved insulation to limit ambient heat loss, and turbo-compounding on the steady-state performance of the ORC system and the availability of thermal energy for downstream aftertreatment systems. Results from transient drive-cycle simulations are also presented, and we discuss strategies to address operational difficulties associated with transient drive cycles and balancing the thermal requirements of waste-heat recovery, turbocharging or turbo-compounding, and exhaust aftertreatment.

In 1996, the State of Ohio established a project to demonstrate the use of an ethanol blend transportation fuel in flexible-fuel vehicles. This report presents the data collection and analysis from this project, with particular focus on vehicle performance, cost of operation and limited emissions testing.

In 1996, the State of Ohio established a project to demonstrate the use of an ethanol blend transportation fuel in flexible-fuel vehicles. This report presents the data collection and analysis from this project, with particular focus on vehicle performance, cost of operation and limited emissions testing.

Insulated pressure vessels are cryogenic-capable pressure vessels that can be fueled with liquid hydrogen (LIQ) or ambient-temperature compressed hydrogen (CH2). Insulated pressure vessels offer the advantages of liquid hydrogen tanks (low weight and volume), with reduced disadvantages (lower energy requirement for hydrogen liquefaction and reduced evaporative losses). This paper shows an evaluation of the applicability of the insulated pressure vessels for light-dutyvehicles. The paper shows an evaluation of evaporative losses and insulation requirements and a description of the current experimental plans for testing insulated pressure vessels. The results show significant advantages to the use of insulated pressure vessels for light-dutyvehicles.

This report describes the data gathering and analysis procedures that support the US Department of Energy's implementation of the Alternative Motor Fuels Act (AMFA) of 1988. Specifically, test procedures, analytical methods, and data protocols are covered. The aim of these collection and analysis efforts, as mandated by AMFA, is to demonstrate the environmental, economic, and performance characteristics of alternative transportation fuels.

This report describes the data gathering and analysis procedures that support the US Department of Energy`s implementation of the Alternative Motor Fuels Act (AMFA) of 1988. Specifically, test procedures, analytical methods, and data protocols are covered. The aim of these collection and analysis efforts, as mandated by AMFA, is to demonstrate the environmental, economic, and performance characteristics of alternative transportation fuels.

This thesis explores the possible benefits that can be achieved if U.S. oil companies produced and offered a grade of higher-octane gasoline to the consumer market. The octane number of a fuel represents how resistant the ...

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

An experimental program examining the interaction between several fuel and lightduty automotive engine combinations is detailed. Combustion systems addressed covered indirect and direct injection diesel and spark ignited stratified charge. Fuels primarily covered D2, naphtha and intermediate broadcut blends. Low ignition quality diesel fuels were also evaluated. The results indicate the baseline fuel tolerance of each combustion system and enable characteristics of the systems to be compared. Performance, gaseous and particulate emissions aspects were assessed. The data obtained assists in the selection of candidate combustion systems for potential future fuels. Performance and environmental penalties as appropriate are highlighted relative to the individual candidates. Areas of further work for increased understanding are also reviewed.

Size-Resolved Particle Number and Volume Emission Factors for On-Road Size-Resolved Particle Number and Volume Emission Factors for On-Road Gasoline and Diesel Motor Vehicles Title Size-Resolved Particle Number and Volume Emission Factors for On-Road Gasoline and Diesel Motor Vehicles Publication Type Journal Article Year of Publication 2009 Authors Ban-Weiss, George, Melissa M. Lunden, Thomas W. Kirchstetter, and Robert A. Harley Journal Journal of Aerosol Science Keywords emission, motor vehicle, particle number, size distribution, tunnel Abstract Average particle number concentrations and size distributions from ~61 000 light-duty (LD) vehicles and ~2500 medium-duty (MD) and heavy-duty (HD) trucks were measured during the summer of 2006 in a San Francisco Bay area traffic tunnel. One of the traffic bores contained only LD vehicles, and the other contained mixed traffic, allowing pollutants to be apportioned between LD vehicles and diesel trucks. Particle number emission factors (particle diameter Dp > 3 nm) were found to be (3.9 Â± 1.4) x 1014 and (3.3 Â± 1.3) x 1015 # kg-1 fuel burned for LD vehicles and diesel trucks, respectively. Size distribution measurements showed that diesel trucks emitted at least an order of magnitude more particles for all measured sizes (10 < Dp < 290 nm) per unit mass of fuel burned. The relative importance of LD vehicles as a source of particles increased as Dp decreased. Comparing the results from this study to previous measurements at the same site showed that particle number emission factors have decreased for both LD vehicles and diesel trucks since 1997. Integrating size distributions with a volume weighting

The light-dutyvehicle transportation sector in the United States depends heavily on imported petroleum as a transportation fuel. The Department of Energy’s Advanced Vehicle Testing Activity (AVTA) is testing advanced technology vehicles to help reduce this dependency, which would contribute to the economic stability and homeland security of the United States. These advanced technology test vehicles include internal combustion engine vehicles operating on 100% hydrogen (H2) and H2CNG (compressed natural gas) blended fuels, hybrid electric vehicles, neighborhood electric vehicles, urban electric vehicles, and electric ground support vehicles. The AVTA tests and evaluates these vehicles with closed track and dynamometer testing methods (baseline performance testing) and accelerated reliability testing methods (accumulating lifecycle vehicle miles and operational knowledge within 1 to 1.5 years), and in normal fleet environments. The Arizona Public Service Alternative Fuel Pilot Plant and H2-fueled vehicles are demonstrating the feasibility of using H2 as a transportation fuel. Hybrid, neighborhood, and urban electric test vehicles are demonstrating successful applications of electric drive vehicles in various fleet missions. The AVTA is also developing electric ground support equipment (GSE) test procedures, and GSE testing will start during the fall of 2003. All of these activities are intended to support U.S. energy independence. The Idaho National Engineering and Environmental Laboratory manages these activities for the AVTA.

Trends in On-Road Vehicle Emissions of Ammonia Trends in On-Road Vehicle Emissions of Ammonia Title Trends in On-Road Vehicle Emissions of Ammonia Publication Type Journal Article Year of Publication 2008 Authors Kean, Andrew J., David Littlejohn, George Ban-Weiss, Robert A. Harley, Thomas W. Kirchstetter, and Melissa M. Lunden Journal Atmospheric Environment Abstract Motor vehicle emissions of ammonia have been measured at a California highway tunnel in the San Francisco Bay area. Between 1999 and 2006, light-dutyvehicle ammonia emissions decreased by 38 Â± 6%, from 640 Â± 40 to 400 Â± 20 mg kg-1. High time resolution measurements of ammonia made in summer 2001 at the same location indicate a minimum in ammonia emissions correlated with slower-speed driving conditions. Variations in ammonia emission rates track changes in carbon monoxide more closely than changes in nitrogen oxides, especially during later evening hours when traffic speeds are highest. Analysis of remote sensing data of Burgard et al. (Environ Sci. Technol. 2006, 40, 7018-7022) indicates relationships between ammonia and vehicle model year, nitrogen oxides, and carbon monoxide. Ammonia emission rates from diesel trucks were difficult to measure in the tunnel setting due to the large contribution to ammonia concentrations in a mixed-traffic bore that were assigned to light-dutyvehicle emissions. Nevertheless, it is clear that heavy-duty diesel trucks are a minor source of ammonia emissions compared to light-duty gasoline vehicles.

This report describes the last in a series of three projects designed to develop a commercially competitive LPG light-duty passenger car that meets California ULEV standards and corporate average fuel economy (CAFE) energy efficiency guidelines for such a vehicle. In this project, IMPCO upgraded the vehicle's LPG vapor fuel injection system and performed emissions testing. The vehicle met the 1998 ULEV standards successfully, demonstrating the feasibility of meeting ULEV standards with a dedicated LPG vehicle.

This report describes the last in a series of three projects designed to develop a commercially competitive LPG light-duty passenger car that meets California ULEV standards and corporate average fuel economy (CAFE) energy efficiency guidelines for such a vehicle. In this project, IMPCO upgraded the vehicle's LPG vapor fuel injection system and performed emissions testing. The vehicle met the 1998 ULEV standards successfully, demonstrating the feasibility of meeting ULEV standards with a dedicated LPG vehicle.

This report details the major trends in U.S. light-dutyvehicle and medium/heavy truck markets as well as the underlying trends that caused them. This report is supported by the U.S. Department of Energy s (DOE) Vehicle Technologies Program (VTP), and, in accord with its mission, pays special attention to the progress of high-efficiency and alternative-fuel technologies. This third edition since this report was started in 2008 offers several marked improvements relative to its predecessors. Most significantly, where earlier editions of this report focused on supplying information through an examination of market drivers, new vehicle trends, and supplier data, this edition uses a different structure. After opening with a discussion of energy and economics, this report features a section each on the light-dutyvehicle and heavy/medium truck markets, and concluding with a section each on technology and policy. In addition to making this sectional re-alignment, this year s edition of the report also takes a different approach to communicating information. While previous editions relied heavily on text accompanied by auxiliary figures, this third edition relies primarily on charts and graphs to communicate trends. Any accompanying text serves to introduce the trends communication by the graphic and highlight any particularly salient observations. The opening section on Energy and Economics discusses the role of transportation energy and vehicle markets on a national (and even international) scale. For example, Figures 11 through 13 discuss the connections between global oil prices and U.S. GDP, and Figures 20 and 21 show U.S. employment in the automotive sector. The following section examines Light-DutyVehicle use, markets, manufacture, and supply chains. Figures 26 through 33 offer snapshots of major light-dutyvehicle brands in the U.S. and Figures 38 through 43 examine the performance and efficiency characteristics of vehicles sold. The discussion of Medium and Heavy Trucks offers information on truck sales (Figures 58 through 61) and fuel use (Figures 64 through 66). The Technology section offers information on alternative fuel vehicles and infrastructure (Figures 68 through 77), and the Policy section concludes with information on recent, current, and near-future Federal policies like the Cash for Clunkers program (Figures 87 and 88) and the Corporate Automotive Fuel Economy standard (Figures 90 through 99) and. In total, the information contained in this report is intended to communicate a fairly complete understanding of U.S. highway transportation energy through a series of easily digestible nuggets.

The University of Minnesota collaborated with the Paul Scherrer Institute, the University of Wisconsin (UWI) and Ricardo, Inc to physically and chemically characterize the exhaust plume from recruited gasoline spark ignition (SI) vehicles. The project objectives were: (1) Measure representative particle size distributions from a set of on-road SI vehicles and compare these data to similar data collected on a small subset of light-duty gasoline vehicles tested on a chassis dynamometer with a dilution tunnel using the Unified Drive Cycle, at both room temperature (cold start) and 0 C (cold-cold start). (2) Compare data collected from SI vehicles to similar data collected from Diesel engines during the Coordinating Research Council E-43 project. (3) Characterize on-road aerosol during mixed midweek traffic and Sunday midday periods and determine fleet-specific emission rates. (4) Characterize bulk- and size-segregated chemical composition of the particulate matter (PM) emitted in the exhaust from the gasoline vehicles. Particle number concentrations and size distributions are strongly influenced by dilution and sampling conditions. Laboratory methods were evaluated to dilute SI exhaust in a way that would produce size distributions that were similar to those measured during laboratory experiments. Size fractionated samples were collected for chemical analysis using a nano-microorifice uniform deposit impactor (nano-MOUDI). In addition, bulk samples were collected and analyzed. A mixture of low, mid and high mileage vehicles were recruited for testing during the study. Under steady highway cruise conditions a significant particle signature above background was not measured, but during hard accelerations number size distributions for the test fleet were similar to modern heavy-duty Diesel vehicles. Number emissions were much higher at high speed and during cold-cold starts. Fuel specific number emissions range from 1012 to 3 x 1016 particles/kg fuel. A simple relationship between number and mass emissions was not observed. Data were collected on-road to compare weekday with weekend air quality around the Twin Cities area. This portion of the study resulted in the development of a method to apportion the Diesel and SI contribution to on-road aerosol.

The objective of this project was to measure and characterize particulate emissions from light-duty alternative fuel vehicles (AFVs) and equivalent gasoline-fueled vehicles. The project included emission testing of a fleet of 129 gasoline-fueled vehicles and 19 diesel vehicles. Particulate measurements were obtained over Federal Test Procedure and US06 cycles. Chemical characterization of the exhaust particulate was also performed. Overall, the particulate emissions from modern technology compressed natural gas and methanol vehicles were low, but were still comparable to those of similar technology gasoline vehicles.

There are differing, yet strongly held views among the various ''stakeholders'' in the advanced fuel/propulsion system debate. In order for the introduction of advanced technology vehicles and their associated fuels to be successful, it seems clear that four important stakeholders must view their introduction as a ''win'': Society, Automobile manufacturers and their key suppliers, Fuel providers and their key suppliers, and Auto and energy company customers. If all four of these stakeholders, from their own perspectives, are not positive regarding the need for and value of these advanced fuels/vehicles, the vehicle introductions will fail. This study was conducted to help inform public and private decision makers regarding the impact of the introduction of such advanced fuel/propulsion system pathways from a societal point of view. The study estimates two key performance criteria of advanced fuel/propulsion systems on a total system basis, that is, ''well'' (production source of energy) to ''wheel'' (vehicle). These criteria are energy use and greenhouse gas emissions per unit of distance traveled. The study focuses on the U.S. light-dutyvehicle market in 2005 and beyond, when it is expected that advanced fuels and propulsion systems could begin to be incorporated in a significant percentage of new vehicles. Given the current consumer demand for light trucks, the benchmark vehicle considered in this study is the Chevrolet Silverado full-size pickup.

Modern diesel engines used in light-duty transportation applications have peak brake thermal efficiencies in the range of 40-42% for high-load operation with substantially lower efficiencies at realistic road-load conditions. Thermodynamic energy and exergy analysis reveals that the largest losses from these engines are due to heat loss and combustion irreversibility. Substantial improvement in overall engine efficiency requires reducing or recovering these losses. Unfortunately, much of the heat transfer either occurs at relatively low temperatures resulting in large entropy generation (such as in the air-charge cooler), is transferred to low-exergy flow streams (such as the oil and engine coolant), or is radiated or convected directly to the environment. While there are significant opportunities for recovery from the exhaust and EGR cooler for heavy-duty applications, the potential benefits of such a strategy for light-duty applications are unknown due to transient operation, low-load operation at typical driving conditions, and the added mass of the system. We have developed an organic Rankine cycle model using GT-Suite to investigate the potential for efficiency improvement through waste-heat recovery from the exhaust and EGR cooler of a light-duty diesel engine. Results from steady-state and drive-cycle simulations are presented, and we discuss strategies to address operational difficulties associated with transient drive cycles and competition between waste-heat recovery systems, turbochargers, aftertreatment devices, and other systems for the limited thermal resources.

July 29, 2011 July 29, 2011 President Barack Obama delivers remarks on fuel efficiency standards for 2017-2025 model year cars and light-duty trucks during an event at the Washington Convention Center in Washington, D.C., July 29, 2011. Seated behind the President are at left are auto industry executives and Transportation Secretary Ray LaHood. (Official White House Photo by Samantha Appleton) New Vehicle Fuel Economy Standards Will Continue to Inspire Innovation President Obama announced a landmark agreement with automakers that sets aggressive new fuel-economy standards for cars and light-duty trucks. Find out how the Energy Department is unleashing innovation that will create jobs and make sure that the fuel-efficient vehicles of the future are made in America.

A model for predicting choice of alternative fuel and among alternative vehicle technologies for light-duty motor vehicles is derived. The nested multinomial logit (NML) mathematical framework is used. Calibration of the model is based on information in the existing literature and deduction based on assuming a small number of key parameters, such as the value of time and discount rates. A spreadsheet model has been developed for calibration and preliminary testing of the model.

The AFDC provides search capabilities for many different models of both light-duty and heavy-duty vehicles. Engine and transmission type, fuel and class, fuel economy and emission certification are some of the facts available. The search will also help users locate dealers in their areas and do cost analyses. Information on alternative fuel vehicles and on advanced technology vehicles, along with calculators, resale and conversion information, links to incentives and programs such as Clean Cities, and dozens of fact sheets and publications make this section of the AFDC a valuable resource for car buyers.

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

In 1996, the State of Ohio established a project to demonstrate the effectiveness of ethanol as an alternative to gasoline in its fleet operations. All vehicles in the study were 1996 model year Ford Tauruses: ten were flexible-fuel vehicles (FFVs) and three were standard gasoline models. Overall, the State of Ohio's staff has been pleased with the Taurus FFVs. The vehicles perform well and meet the operators' needs.

In 1996, the State of Ohio established a project to demonstrate the effectiveness of ethanol as an alternative to gasoline in its fleet operations. All vehicles in the study were 1996 model year Ford Tauruses: ten were flexible-fuel vehicles (FFVs) and three were standard gasoline models. Overall, the State of Ohio's staff has been pleased with the Taurus FFVs. The vehicles perform well and meet the operators' needs.

The Oak Ridge National Laboratory s Center for Transportation Analysis developed and published the first Vehicle Technologies Market Report in 2008. Three editions of the report have been published since that time. This 2012 report details the major trends in U.S. light vehicle and medium/heavy truck markets as well as the underlying trends that caused them. The opening section on Energy and Economics discusses the role of transportation energy and vehicle markets on a national scale. The following section examines light-dutyvehicle use, markets, manufacture, and supply chains. The discussion of medium and heavy trucks offers information on truck sales and fuel use. The technology section offers information on alternative fuel vehicles and infrastructure, and the policy section concludes with information on recent, current, and near-future Federal policies like the Corporate Average Fuel Economy standards.

Vehicle Fuel Economy Standards Will Continue to Inspire Vehicle Fuel Economy Standards Will Continue to Inspire Innovation New Vehicle Fuel Economy Standards Will Continue to Inspire Innovation July 29, 2011 - 1:48pm Addthis President Barack Obama delivers remarks on fuel efficiency standards for 2017-2025 model year cars and light-duty trucks during an event at the Washington Convention Center in Washington, D.C., July 29, 2011. Seated behind the President are at left are auto industry executives and Transportation Secretary Ray LaHood. (Official White House Photo by Samantha Appleton) President Barack Obama delivers remarks on fuel efficiency standards for 2017-2025 model year cars and light-duty trucks during an event at the Washington Convention Center in Washington, D.C., July 29, 2011. Seated behind the President are at left are auto industry executives and

Motor vehicle emissions of ammonia have been measured at a California highway tunnel in the San Francisco Bay area. Between 1999 and 2006, light-dutyvehicle ammonia emissions decreased by 38 {+-} 6%, from 640 {+-} 40 to 400 {+-} 20 mg kg{sup -1}. High time resolution measurements of ammonia made in summer 2001 at the same location indicate a minimum in ammonia emissions correlated with slower-speed driving conditions. Variations in ammonia emission rates track changes in carbon monoxide more closely than changes in nitrogen oxides, especially during later evening hours when traffic speeds are highest. Analysis of remote sensing data of Burgard et al. (Environ Sci. Technol. 2006, 40, 7018-7022) indicates relationships between ammonia and vehicle model year, nitrogen oxides, and carbon monoxide. Ammonia emission rates from diesel trucks were difficult to measure in the tunnel setting due to the large contribution to ammonia concentrations in a mixed-traffic bore that were assigned to light-dutyvehicle emissions. Nevertheless, it is clear that heavy-duty diesel trucks are a minor source of ammonia emissions compared to light-duty gasoline vehicles.

Spark ignition (SI) engines with direct injection (DI) fueling can improve fuel economy and vehicle power beyond that of port fuel injection (PFI). Despite this distinct advantage, DI fueling often increases particle emissions such that SI exhaust may be subject to future particle emissions regulations. Challenges in controlling particle emissions arise as engines encounter varied fuel composition such as intermediate ethanol blends. Furthermore, modern engines are operated using unconventional breathing strategies with advanced cam-based variable valve actuation systems. In this study, we investigate particle emissions from a multi-cylinder DI engine operated with three different breathing strategies, fueling strategies and fuels. The breathing strategies are conventional throttled operation, early intake valve closing (EIVC) and late intake valve closing (LIVC); the fueling strategies are single injection DI (sDI), multi-injection DI (mDI), and PFI; and the fuels are emissions certification gasoline, E20 and E85. The results indicate the dominant factor influencing particle number concentration emissions for the sDI and mDI strategies is the fuel injection timing. Overly advanced injection timing results in particle formation due to fuel spray impingement on the piston, and overly retarded injection timing results in particle formation due to poor fuel and air mixing. In addition, fuel type has a significant effect on particle emissions for the DI fueling strategies. Gasoline and E20 fuels generate comparable levels of particle emissions, but E85 produces dramatically lower particle number concentration. The particle emissions for E85 are near the detection limit for the FSN instrument, and particle number emissions are one to two orders of magnitude lower for E85 relative to gasoline and E20. We found PFI fueling produces very low levels of particle emissions under all conditions and is much less sensitive to engine breathing strategy and fuel type than the DI fueling strategies. The particle number-size distributions for PFI fueling are of the same order for all of the breathing strategies and fuel types and are one to two orders lower than for the sDI fuel injection strategy with gasoline and E20. Remarkably, the particle emissions for E85 under the sDI fueling strategy are similar to particle emissions with a PFI fueling strategy. Thus by using E85, the efficiency and power advantages of DI fueling can be gained without generating high particle emissions.

Household Vehicles Energy Consumption 1994 reports on the results of the 1994 Residential Transportation Energy Consumption Survey (RTECS). The RTECS is a national sample survey that has been conducted every 3 years since 1985. For the 1994 survey, more than 3,000 households that own or use some 6,000 vehicles provided information to describe vehicle stock, vehicle-miles traveled, energy end-use consumption, and energy expenditures for personal vehicles. The survey results represent the characteristics of the 84.9 million households that used or had access to vehicles in 1994 nationwide. (An additional 12 million households neither owned or had access to vehicles during the survey year.) To be included in then RTECS survey, vehicles must be either owned or used by household members on a regular basis for personal transportation, or owned by a company rather than a household, but kept at home, regularly available for the use of household members. Most vehicles included in the RTECS are classified as {open_quotes}light-dutyvehicles{close_quotes} (weighing less than 8,500 pounds). However, the RTECS also includes a very small number of {open_quotes}other{close_quotes} vehicles, such as motor homes and larger trucks that are available for personal use.

Widespread use of alternative hybrid powertrains currently appears inevitable and many opportunities for substantial progress remain. The necessity for environmentally friendly vehicles, in conjunction with increasing concerns regarding U.S. dependency on foreign oil and climate change, has led to significant investment in enhancing the propulsion portfolio with new technologies. Recently, plug-in hybrid electric vehicles (PHEVs) have attracted considerable attention due to their potential to reduce petroleum consumption and greenhouse gas (GHG) emissions in the transportation sector. PHEVs are especially appealing for short daily commutes with excessive stop-and-go driving. However, the high costs associated with their components, and in particular, with their energy storage systems have been significant barriers to extensive market penetration of PEVs. In the research reported here, we investigated the implications of motor/generator and battery size on fuel economy and GHG emissions in a medium duty PHEV. An optimization framework is proposed and applied to two different parallel powertrain configurations, pre-transmission and post-transmission, to derive the Pareto frontier with respect to motor/generator and battery size. The optimization and modeling approach adopted here facilitates better understanding of the potential benefits from proper selection of motor/generator and battery size on fuel economy and GHG emissions. This understanding can help us identify the appropriate sizing of these components and thus reducing the PHEV cost. Addressing optimal sizing of PHEV components could aim at an extensive market penetration of PHEVs.

This paper investigates the effect of E85 on load expansion and FTP modal point emissions indices under reactivity controlled compression ignition (RCCI) operation on a light-duty multi-cylinder diesel engine. A General Motors (GM) 1.9L four-cylinder diesel engine with the stock compression ratio of 17.5:1, common rail diesel injection system, high-pressure exhaust gas recirculation (EGR) system and variable geometry turbocharger was modified to allow for port fuel injection with gasoline or E85. Controlling the fuel reactivity in-cylinder by the adjustment of the ratio of premixed low-reactivity fuel (gasoline or E85) to direct injected high reactivity fuel (diesel fuel) has been shown to extend the operating range of high-efficiency clean combustion (HECC) compared to the use of a single fuel alone as in homogeneous charge compression ignition (HCCI) or premixed charge compression ignition (PCCI). The effect of E85 on the Ad-hoc federal test procedure (FTP) modal points is explored along with the effect of load expansion through the light-duty diesel speed operating range. The Ad-hoc FTP modal points of 1500 rpm, 1.0bar brake mean effective pressure (BMEP); 1500rpm, 2.6bar BMEP; 2000rpm, 2.0bar BMEP; 2300rpm, 4.2bar BMEP; and 2600rpm, 8.8bar BMEP were explored. Previous results with 96 RON unleaded test gasoline (UTG-96) and ultra-low sulfur diesel (ULSD) showed that with stock hardware, the 2600rpm, 8.8bar BMEP modal point was not obtainable due to excessive cylinder pressure rise rate and unstable combustion both with and without the use of EGR. Brake thermal efficiency and emissions performance of RCCI operation with E85 and ULSD is explored and compared against conventional diesel combustion (CDC) and RCCI operation with UTG 96 and ULSD.

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

The objective of the United States (U.S.) Department of Energy?s (DOEs) Advanced Vehicle Testing and Evaluation (AVTE) project was to provide test and evaluation services for advanced technology vehicles, to establish a performance baseline, to determine vehicle reliability, and to evaluate vehicle operating costs in fleet operations. Vehicles tested include light and medium-duty vehicles in conventional, hybrid, and all-electric configurations using conventional and alternative fuels, including hydrogen in internal combustion engines. Vehicles were tested on closed tracks and chassis dynamometers, as well as operated on public roads, in fleet operations, and over prescribed routes. All testing was controlled by procedures developed specifically to support such testing. Testing and evaluations were conducted in the following phases: ? Development of test procedures, which established testing procedures; ? Baseline performance testing, which established a performance baseline; ? Accelerated reliability testing, which determined vehicle reliability; ? Fleet testing, used to evaluate vehicle economics in fleet operation, and ? End of test performance evaluation. Test results are reported by two means and posted by Idaho National Laboratory (INL) to their website: quarterly progress reports, used to document work in progress; and final test reports. This final report documents work conducted for the entirety of the contract by the Clarity Group, Inc., doing business as ECOtality North America (ECOtality). The contract was performed from 1 October 2005 through 31 March 2013. There were 113 light-duty on-road (95), off-road (3) and low speed (15) vehicles tested.

Reduction of greenhouse effect gases emission is a major source of concern nowadays. Internal combustion engines, as the most widely used power generation mean for transportation represent a large share of such gases, which motivates active research ... Keywords: PEMFC, cell potential, electric vehicle, fuel cell, hydrogen

The project objective is to demonstrate the viability of HCNG fuel (30 to 50% hydrogen by volume and the remainder natural gas) to reduce emissions from light-duty on-road vehicles with no loss in performance or efficiency. The City of Las Vegas has an interest in alternative fuels and already has an existing hydrogen refueling station. Collier Technologies Inc (CT) supplied the latest design retrofit kits capable of converting nine compressed natural gas (CNG) fueled, light-dutyvehicles powered by the Ford 5.4L Triton engine. CT installed the kits on the first two vehicles in Las Vegas, trained personnel at the City of Las Vegas (the City) to perform the additional seven retrofits, and developed materials for allowing other entities to perform these retrofits as well. These vehicles were used in normal service by the City while driver impressions, reliability, fuel efficiency and emissions were documented for a minimum of one year after conversion. This project has shown the efficacy of operating vehicles originally designed to operate on compressed natural gas with HCNG fuel incorporating large quantities of exhaust gas recirculation (EGR). There were no safety issues experienced with these vehicles. The only maintenance issue in the project was some rough idling due to problems with the EGR valve and piping parts. Once the rough idling was corrected no further maintenance issues with these vehicles were experienced. Fuel economy data showed no significant changes after conversion even with the added power provided by the superchargers that were part of the conversions. Driver feedback for the conversions was very favorable. The additional power provided by the HCNG vehicles was greatly appreciated, especially in traffic. The drivability of the HCNG vehicles was considered to be superior by the drivers. Most of the converted vehicles showed zero oxides of nitrogen throughout the life of the project using the State of Nevada emissions station.

In the summer of 2008, the United States of America experienced an oil shock, first of a kind since 1970s. The American public became sensitized to the concerns about foreign oil supply and climate change and global warming, ...

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

An engineering research and design competition to develop and demonstrate dedicated natural gas-powered light-duty trucks, the Natural Gas Vehicle (NGV) Challenge, was held June 6--11, 1191, in Oklahoma. Sponsored by the US Department of Energy (DOE), Energy, Mines, and Resources -- Canada (EMR), the Society of Automative Engineers (SAE), and General Motors Corporation (GM), the competition consisted of rigorous vehicle testing of exhaust emissions, fuel economy, performance parameters, and vehicle design. Using Sierra 2500 pickup trucks donated by GM, 24 teams of college and university engineers from the US and Canada participated in the event. A gasoline-powered control testing as a reference vehicle. This paper discusses the results of the event, summarizes the technologies employed, and makes observations on the state of natural gas vehicle technology.

An engineering research and design competition to develop and demonstrate dedicated natural gas-powered light-duty trucks, the Natural Gas Vehicle (NGV) Challenge, was held June 6--11, 1191, in Oklahoma. Sponsored by the US Department of Energy (DOE), Energy, Mines, and Resources -- Canada (EMR), the Society of Automative Engineers (SAE), and General Motors Corporation (GM), the competition consisted of rigorous vehicle testing of exhaust emissions, fuel economy, performance parameters, and vehicle design. Using Sierra 2500 pickup trucks donated by GM, 24 teams of college and university engineers from the US and Canada participated in the event. A gasoline-powered control testing as a reference vehicle. This paper discusses the results of the event, summarizes the technologies employed, and makes observations on the state of natural gas vehicle technology.

4 4 Transportation logo printer-friendly version logo for Portable Document Format file Household Vehicles Energy Consumption 1994 August 1997 Release Next Update: EIA has discontinued this series. Based on the 1994 Residential Transportation Energy Consumption Survey conducted by the Energy Information Administration (EIA) - survey series has been discontinued Only light-dutyvehicles and recreational vehicles are included in this report. EIA has excluded motorcycles, mopeds, large trucks, and buses. Household Vehicles Energy Consumption 1994 reports on the results of the 1994 Residential Transportation Energy Consumption Survey (RTECS). The RTECS is a national sample survey that has been conducted every 3 years since 1985. For the 1994 survey, more than 3,000 households that own or use

NREL helps industry partners develop the next generation of energy efficient, high performance vehicles and fuels. NREL's transportation research spans from the materials to the systems level. NREL conducts research on the full range of vehicle types, from light-duty passenger cars to heavy-duty freight trucks. NREL's credible transportation research is grounded in real-world data. NREL's integrated approach links automotive technology advances to the full spectrum of renewable energy solutions. NREL researchers examine infrastructure, market conditions and driver behavior, as well as fuels and vehicles. NREL helps put fuel-efficient, low-emission cars and trucks on the road through research and innovation in electric vehicle, biofuel, and conventional automotive technologies. Researchers collaborate with industry

How Will You Shop for Your Next Vehicle? How Will You Shop for Your Next Vehicle? How Will You Shop for Your Next Vehicle? July 28, 2011 - 11:41am Addthis On Monday, Shannon talked about how she's been using the online tools from the Advanced Technology Vehicle Data Center (AFDC) to help her decide what type of highly efficient vehicle may be best for her household. The AFDC provides excellent information such as a LightDutyVehicle Search, an Alternative Fueling Station Locator, and a Hybrid and Plug-in Electric Vehicles section. All of these are helpful if you're wondering what type of vehicle can fit your needs while using the least possible amount of gasoline. In June, Eric's post Driving Home to a Clean Energy Future shared the latest in gasoline, electric, and hybrid vehicle labels. How about you? Are you starting to research vehicles, and if so, what tools

An experimental study was performed to understand fuel property effects on low temperature combustion (LTC) processes in a light-duty diesel engine. These types of combustion modes are often collectively referred to as high efficiency clean combustion (HECC). A statistically designed set of research fuels, the Fuels for Advanced Combustion Engines (FACE), were used for this study. Engine conditions consistent with low speed cruise (1500 rpm, 2.6 bar BMEP) were chosen for investigating fuel property effects on HECC operation in a GM 1.9-L common rail diesel engine. The FACE fuel matrix includes nine combinations of fuel properties including cetane number (30 to 55), aromatic contents (20 to 45 %), and 90 % distillation temperature (270 to 340 C). HECC operation was achieved with high levels of EGR and adjusting injection parameters, e.g. higher fuel rail pressure and single injection event, which is also known as Premixed Charge Compression Ignition (PCCI) combustion. Engine performance, pollutant emissions, and details of the combustion process are discussed in this paper. Cetane number was found to significantly affect the combustion process with variations in the start of injection (SOI) timing, which revealed that the ranges of SOI timing for HECC operation and the PM emission levels were distinctively different between high cetane number (55) and low cetane number fuels (30). Low cetane number fuels showed comparable levels of regulated gas emissions with high cetane number fuels and had an advantage in PM emissions.

Gasoline direct injection (GDI) engines can offer better fuel economy and higher performance over their port fuel-injected (PFI) counterparts, and are now appearing in increasingly more U.S. and European vehicles. Small displacement, turbocharged GDI engines are replacing large displacement engines, particularly in light-duty trucks and sport utility vehicles, in order for manufacturers to meet the U.S. fuel economy standards for 2016. Furthermore, lean-burn GDI engines can offer even higher fuel economy than stoichiometric GDI engines and have overcome challenges associated with cost-effective aftertreatment for NOx control. Along with changes in gasoline engine technology, fuel composition may increase in ethanol content beyond the current 10% due to the recent EPA waiver allowing 15% ethanol. In addition, the Renewable Fuels Standard passed as part of the 2007 Energy Independence and Security Act (EISA) mandates the use of biofuels in upcoming years. GDI engines are of environmental concern due to their high particulate matter (PM) emissions relative to port-fuel injected (PFI) gasoline vehicles; widespread market penetration of GDI vehicles may result in additional PM from mobile sources at a time when the diesel contribution is declining. In this study, we characterized particulate emissions from a European certified lean-burn GDI vehicle operating on ethanol-gasoline blends. Particle mass and particle number concentration emissions were measured for the Federal Test Procedure urban driving cycle (FTP 75) and the more aggressive US06 driving cycle. Particle number-size distributions and organic to elemental carbon ratios (OC/EC) were measured for 30 MPH and 80 MPH steady-state operation. In addition, particle number concentration was measured during wide open throttle accelerations (WOTs) and gradual accelerations representative of the FTP 75. Fuels included certification gasoline and 10% (E10) and 20% (E20) ethanol blends from the same supplier. The particle mass emissions were approximately 3 and 7 mg/mile for the FTP75 and US06, respectively, with lower emissions for the ethanol blends. The data are compared to a previous study on a U.S.-legal stoichiometric GDI vehicle operating on the same ethanol blends. The lean-burn GDI vehicle emitted a higher number of particles, but had an overall smaller average size. Particle number per mile decreased with increasing ethanol content for the transient tests. For the 30 and 80 mph tests, particle number concentration decreased with increasing ethanol content, although the shape of the particle size distribution remained the same. Engine-out OC/EC ratios were highest for the stoichiometric GDI vehicle with E20, but tailpipe OC/EC ratios were similar for all vehicles.

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

Vehicle purchase and use data collected in two recent surveys from buyers of new 1978 and 1979 cars and light-duty trucks are presented. The survey information is broad in scope, extending from the public awareness of fuel economy information to decision-making in the purchase process, to in-use fuel economy. The survey data consequently have many applications in transportation studies. The objective of this report is to make a general summary of the data base contents available to interested individuals and organizations.

In-cylinder fuel blending of gasoline/diesel fuel is investigated on a multi-cylinder light-duty diesel engine as a potential strategy to control in-cylinder fuel reactivity for improved efficiency and lowest possible emissions. This approach was developed and demonstrated at the University of Wisconsin through modeling and single-cylinder engine experiments. The objective of this study is to better understand the potential and challenges of this method on a multi-cylinder engine. More specifically, the effect of cylinder-to-cylinder imbalances, heat rejection, and in-cylinder charge motion as well as the potential limitations imposed by real-world turbo-machinery were investigated on a 1.9-liter four-cylinder engine. This investigation focused on one engine condition, 2300 rpm, 4.2 bar brake mean effective pressure (BMEP). Gasoline was introduced with a port-fuel-injection system. Parameter sweeps included gasoline-to-diesel fuel ratio, intake air mixture temperature, in-cylinder swirl number, and diesel start-of-injection phasing. In addition, engine parameters were trimmed for each cylinder to balance the combustion process for maximum efficiency and lowest emissions. An important observation was the strong influence of intake charge temperature on cylinder pressure rise rate. Experiments were able to show increased thermal efficiency along with dramatic decreases in oxides of nitrogen (NOX) and particulate matter (PM). However, indicated thermal efficiency for the multi-cylinder experiments were less than expected based on modeling and single-cylinder results. The lower indicated thermal efficiency is believed to be due increased heat transfer as compared to the model predictions and suggest a need for improved cylinder-to-cylinder control and increased heat transfer control.

An experimental study was performed to provide the combustion and emission characteristics resulting from fuel-reactivity controlled compression ignition (RCCI) combustion mode utilizing dual-fuel approach in a light-duty, multi-cylinder diesel engine. In-cylinder fuel blending using port fuel injection of gasoline before intake valve opening (IVO) and early-cycle, direct injection of diesel fuel was used as the charge preparation and fuel blending strategy. In order to achieve the desired auto-ignition quality through the stratification of the fuel-air equivalence ratio ( ), blends of commercially available gasoline and diesel fuel were used. Engine experiments were performed at an engine speed of 2300rpm and an engine load of 4.3bar brake mean effective pressure (BMEP). It was found that significant reduction in both nitrogen oxide (NOx) and particulate matter (PM) was realized successfully through the RCCI combustion mode even without applying exhaust gas recirculation (EGR). However, high carbon monoxide (CO) and hydrocarbon (HC) emissions were observed. The low combustion gas temperature during the expansion and exhaust processes seemed to be the dominant source of high CO emissions in the RCCI combustion mode. The high HC emissions during the RCCI combustion mode could be due to the increased combustion quenching layer thickness as well as the -stratification at the periphery of the combustion chamber. The slightly higher brake thermal efficiency (BTE) of the RCCI combustion mode was observed than the other combustion modes, such as the conventional diesel combustion (CDC) mode, and single-fuel, premixed charge compression ignition (PCCI) combustion mode. The parametric study of the RCCI combustion mode revealed that the combustion phasing and/or the peak cylinder pressure rise rate of the RCCI combustion mode could be controlled by several physical parameters premixed ratio (rp), intake swirl intensity, and start of injection (SOI) timing of directly injected fuel unlike other low temperature combustion (LTC) strategies.

The U.S. DOE National Renewable Energy Laboratory conducted a data collection project for light-duty, alternative fuel vehicles (AFVs) for about 4 years. The project has collected data on 10 vehicle models (from the original equipment manufacturers) spanning model years 1991 through 1995. Emissions data have also been collected from a number of vehicles converted to natural gas (CNG) and liquefied petroleum gas (LPG). Most of the vehicles involved in the data collection and evaluation are part of the General Services Administration`s fleet of AFVs. This evaluation effort addressed the performance and reliability, fuel economy, and emissions of light- duty AFVs, with comparisons to similar gasoline vehicles when possible. Driver-reported complaints and unscheduled vehicle repairs were used to assess the performance and reliability of the AFVs compared to the comparable gasoline vehicles. Two sources of fuel economy were available, one from testing of vehicles on a chassis dynamometer, and the other from records of in-service fuel use. This report includes results from emissions testing completed on 169 AFVs and 161 gasoline control vehicles.

Natural Gas Research Natural Gas Research Natural gas offers tremendous opportunities for reducing the use of petroleum in transportation. Medium and heavy-duty fleets, which have significant potential to use natural gas, currently consume more than a third of the petroleum in transportation in the U.S. Natural gas is an excellent fit for a wide range of heavy-duty applications, especially transit buses, refuse haulers, and Class 8 long-haul or delivery trucks. In addition, natural gas can be a very good choice for light-dutyvehicle fleets with central refueling. See the Alternative Fuels Data Center for a description of the uses and benefits of natural gas vehicles or its Laws and Incentives database for information on tax incentives. The Vehicle Technologies Office (VTO) supports the development of natural gas engines and research into renewable natural gas production.

Automobile manufacturers in North America, Europe, and Asia project a 2015 release of commercial hydrogen fuel cell powered light-duty road vehicles. These vehicles will be for general consumer applications, albeit initially in select markets but with much broader market penetration expected by 2025. To assure international harmony, North American, European, and Asian regulatory representatives are striving to base respective national regulations on an international safety standard, the Global Technical Regulation (GTR), Hydrogen Fueled Vehicle, which is part of an international agreement pertaining to wheeled vehicles and equipment for wheeled vehicles.

The report describes the experience of the City of Houston in defining the compressed natural gas fueled vehicle research scope and issues. It details the ways in which the project met initial expectations, and how the project scope, focus, and duration were adjusted in response to unanticipated results. It provides examples of real world successes and failures in efforts to commercialize basic research in adapting a proven technology (natural gas) to a noncommercially proven application (vehicles). Phase one of the demonstration study investigates, develops, documents, and disseminates information regarding the economic, operational, and environmental implications of utilizing compressed natural gas (CNG) in various truck fueling applications. The four (4) truck classes investigated are lightduty gasoline trucks, medium duty gasoline trucks, medium duty diesel trucks and heavy duty diesel trucks. The project researches aftermarket CNG conversions for the first three vehicle classes and original equipment manufactured (OEM) CNG vehicles for lightduty gasoline and heavy duty diesel classes. In phase two of the demonstration project, critical issues are identified and assessed with respect to implementing use of CNG fueled vehicles in a large vehicle fleet. These issues include defining changes in local, state, and industry CNG fueled vehicle related codes and standards; addressing vehicle fuel storage limitations; using standardized vehicle emission testing procedures and results; and resolving CNG refueling infrastructure implementation issues and related cost factors. The report identifies which CNG vehicle fueling options were tried and failed and which were tried and succeeded, with and without modifications. The conclusions include a caution regarding overly optimistic assessments of CNG vehicle technology at the initiation of the project.

1 1 Transportation logo printer-friendly version logo for Portable Document Format file Household Vehicles Energy Consumption 1991 December 1993 Release Next Update: August 1997. Based on the 1991 Residential Transportation Energy Consumption Survey conducted by the Energy Information Administration (EIA) - survey series has been discontinued after EIA's 1994 survey. Only light-dutyvehicles and recreational vehicles are included in this report. EIA has excluded motorcycles, mopeds, large trucks, and buses. This report, Household Vehicles Energy Consumption 1991, is based on data from the 1991 Residential Transportation Energy Consumption Survey (RTECS). Focusing on vehicle miles traveled (VMT) and energy enduse consumption and expenditures by households for personal transportation, the 1991 RTECS is

This paper presents estimates of the fill fuel-cycle energy and emissions impacts of light-dutyvehicles with tripled fuel economy (3X vehicles) as currently being developed by the Partnership for a New Generation of Vehicles (PNGV). Seven engine and fuel combinations were analyzed: reformulated gasoline, methanol, and ethanol in spark-ignition, direct-injection engines; low-sulfur diesel and dimethyl ether in compression-ignition, direct-injection engines; and hydrogen and methanol in fuel-cell vehicles. Results were obtained for three scenarios: a Reference Scenario without PNGVs, a High Market Share Scenario in which PNGVs account for 60% of new light-dutyvehicle sales by 2030, and a Low Market Share Scenario in which PNGVs account for half as many sales by 2030. Under the higher of these two, the fuel-efficiency gain by 3X vehicles translated directly into a nearly 50% reduction in total energy demand, petroleum demand, and carbon dioxide emissions. The combination of fuel substitution and fuel efficiency resulted in substantial reductions in emissions of nitrogen oxide (NO{sub x}), carbon monoxide (CO), volatile organic compounds (VOCs), sulfur oxide, (SO{sub x}), and particulate matter smaller than 10 microns (PM{sub 10}) for most of the engine-fuel combinations examined. The key exceptions were diesel- and ethanol-fueled vehicles for which PM{sub 10} emissions increased.

The report presents vehicle road load force versus speed curves and Clayton dynamometer force versus speed curves. The vehicle road load force data were collected in the recent road load project, where the vehicle road load, as a function of speed, was determined for sixty-three light-dutyvehicles. The dynamometer data were obtained from the six EPA certification dynamometers. This data is first used to generate an equation to represent an average emission dynamometer. The variations of the individual dynamometers about this average dynamometer curve are discussed. Subsequently, each vehicle curve is compared to this average dynamometer curve. Variations between different vehicles are discussed, and the possible intrinsic error caused by differences between the shape of the dynamometer force versus speed curve and the typical vehicle road load curve is investigated.

Research Research Search More Search Options Site Map NREL's Renewable Fuels and Lubricants (ReFUEL) Laboratory is a state-of-the-art research and testing facility for advanced fuels and vehicles. Research and development focuses on overcoming barriers to the increased use of renewable diesel and other nonpetroleum-based fuels, such as biodiesel and synthetic diesel derived from biomass, and improving vehicle efficiency. Using biofuels and improving vehicle efficiency reduces our dependence on imported petroleum and enhances our national energy security. The ReFUEL Laboratory houses the following specialized equipment: Heavy-duty chassis dynamometer with a simulation capability of 8,000 to 80,000 lbs for vehicle performance and emissions research Heavy-duty (up to 600 hp) and light-duty (up to 75 hp) engine

Transportation logo printer-friendly version logo for Portable Document Format file Household Vehicles Energy Use: Latest Data & Trends November 2005 Release (Next Update: Discontinued) Based on the 2001 National Household Travel Survey conducted by the U.S. Department of Transportation and augmented by EIA Only light-dutyvehicles and recreational vehicles are included in this report. EIA has excluded motorcycles, mopeds, large trucks, and buses in an effort to maintain consistency with its past residential transportation series, which was discontinued after 1994. This report, Household Vehicles Energy Use: Latest Data & Trends, provides details on the nation's energy use for household passenger travel. A primary purpose of this report is to release the latest consumer-based data

A light-duty diesel vehicle fueled with an emulsified alcohol/diesel fuel was operated under cyclic mode. Emission and fuel economy measurements were taken during vehicle operation. The test results showed the volumetric fuel economy decreased slightly. Carbon monoxide emissions increased slightly, and oxides of nitrogen showed no significant change. Particulate emissions were reduced slightly, and the particulate extractables increased slightly. The environmental effect of these data cancel each other resulting in no significant changes in the total release of biological activity into the environment.

This study was designed to evaluate the effectiveness of aftermarket fuel delivery systems for vehicles fueled by compressed natural gas (CNG) and liquefied petroleum gas (LPG). Most of the CNG and LPG vehicles studied were converted to the alternative fuel after purchase. There are wide variations in the quality of the conversion hardware and the installation. This leads to questions about the overall quality of the converted vehicles, in terms of emissions, safety, and performance. There is a considerable body of emissions data for converted light-dutyvehicles, and a smaller amount for medium- and heavy-duty vehicles. However, very few of these data involve real world conditions, and there is growing concern about in-use emissions. This report also attempts to assess factors that could allow in-use emissions to vary from the best-case'' results normally reported. The study also addresses issues of fuel supply, fuel composition, performance, safety, and warranty waivers. The report is based on an extensive literature and product survey and on the author's experience with fuel delivery systems for light-dutyvehicles.

This study was designed to evaluate the effectiveness of aftermarket fuel delivery systems for vehicles fueled by compressed natural gas (CNG) and liquefied petroleum gas (LPG). Most of the CNG and LPG vehicles studied were converted to the alternative fuel after purchase. There are wide variations in the quality of the conversion hardware and the installation. This leads to questions about the overall quality of the converted vehicles, in terms of emissions, safety, and performance. There is a considerable body of emissions data for converted light-dutyvehicles, and a smaller amount for medium- and heavy-duty vehicles. However, very few of these data involve real world conditions, and there is growing concern about in-use emissions. This report also attempts to assess factors that could allow in-use emissions to vary from the ``best-case`` results normally reported. The study also addresses issues of fuel supply, fuel composition, performance, safety, and warranty waivers. The report is based on an extensive literature and product survey and on the author`s experience with fuel delivery systems for light-dutyvehicles.

This study was designed to evaluate the effectiveness of aftermarket fuel delivery systems for vehicles fueled by compressed natural gas (CNG) and liquefied petroleum gas (LPG). Most of the CNG and LPG vehicles studied were converted to the alternative fuel after purchase. There are wide variations in the quality of the conversion hardware and the installation. This leads to questions about the overall quality of the converted vehicles, in terms of emissions, safety, and performance. There is a considerable body of emissions data for converted light-dutyvehicles, and a smaller amount for medium- and heavy-duty vehicles. However, very few of these data involve real world conditions, and there is growing concern about in-use emissions. This report also attempts to assess factors that could allow in-use emissions to vary from the best-case'' results normally reported. The study also addresses issues of fuel supply, fuel composition, performance, safety, and warranty waivers. The report is based on an extensive literature and product survey and on the author's experience with fuel delivery systems for light-dutyvehicles.

Quiet, clean, and efficient, electric vehicles (EVs) may someday become a practical mode of transportation for the general public. Electric vehicles can provide many advantages for the nation's environment and energy supply because they run on electricity, which can be produced from many sources of energy such as coal, natural gas, uranium, and hydropower. These vehicles offer fuel versatility to the transportation sector, which depends almost solely on oil for its energy needs. Electric vehicles are any mode of transportation operated by a motor that receives electricity from a battery or fuel cell. EVs come in all shapes and sizes and may be used for different tasks. Some EVs are small and simple, such as golf carts and electric wheel chairs. Others are larger and more complex, such as automobile and vans. Some EVs, such as fork lifts, are used in industries. In this fact sheet, we will discuss mostly automobiles and vans. There are also variations on electric vehicles, such as hybrid vehicles and solar-powered vehicles. Hybrid vehicles use electricity as their primary source of energy, however, they also use a backup source of energy, such as gasoline, methanol or ethanol. Solar-powered vehicles are electric vehicles that use photovoltaic cells (cells that convert solar energy to electricity) rather than utility-supplied electricity to recharge the batteries. This paper discusses these concepts.

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

VehiclesVehicles Audi A3 Diesel vehicles may be making a comeback. Diesel engines are more powerful and fuel-efficient than similar-sized gasoline engines (about 30-35% more fuel efficient). Plus, today's diesel vehicles are much improved over diesels of the past. Better Performance Improved fuel injection and electronic engine control technologies have Increased power Improved acceleration Increased efficiency New engine designs, along with noise- and vibration-damping technologies, have made them quieter and smoother. Cold-weather starting has been improved also. Cleaner Mercedes ML320 BlueTEC Today's diesels must meet the same emissions standards as gasoline vehicles. Advances in engine technologies, ultra-low sulfur diesel fuel, and improved exhaust treatment have made this possible.

Direct injection spark-ignition (DISI) gasoline engines can offer better fuel economy and higher performance over their port fuel-injected counterparts, and are now appearing increasingly in more U.S. vehicles. Small displacement, turbocharged DISI engines are likely to be used in lieu of large displacement engines, particularly in light-duty trucks and sport utility vehicles, to meet fuel economy standards for 2016. In addition to changes in gasoline engine technology, fuel composition may increase in ethanol content beyond the 10% allowed by current law due to the Renewable Fuels Standard passed as part of the 2007 Energy Independence and Security Act (EISA). In this study, we present the results of an emissions analysis of a U.S.-legal stoichiometric, turbocharged DISI vehicle, operating on ethanol blends, with an emphasis on detailed particulate matter (PM) characterization. Gaseous species, particle mass, and particle number concentration emissions were measured for the Federal Test Procedure urban driving cycle (FTP 75) and the more aggressive US06 cycle. Particle number-size distributions and organic to elemental carbon ratios (OC/EC) were measured for 30 MPH and 80 MPH steady-state operation. In addition, particle number concentration was measured during wide open throttle accelerations (WOTs) and gradual accelerations representative of the FTP 75. For the gaseous species and particle mass measurements, dilution was carried out using a full flow constant volume sampling system (CVS). For the particle number concentration and size distribution measurements, a micro-tunnel dilution system was employed. The vehicles were fueled by a standard test gasoline and 10% (E10) and 20% (E20) ethanol blends from the same supplier. The particle mass emissions were approximately 3 and 7 mg/mile for the FTP75 and US06, respectively, with lower emissions for the ethanol blends. During steady-state operation, the geometric mean diameter of the particle-number size distribution remained approximately the same (50 nm) but the particle number concentration decreased with increasing ethanol content in the fuel. In addition, increasing ethanol content significantly reduced the number concentration of 50 and 100 nm particles during gradual and WOT accelerations.

The objective of the 3.5 year project discussed in this report was to develop a commercially competitive vehicle powered by ethanol (or an ethanol blend) that can meet California`s Ultra Low Emissions Vehicle (ULEV) standards and equivalent Corporate Average Fuel Economy (CAFE) energy efficiency for a lightduty passenger car application. This particular report summarizes the third phase of the project, which lasted 12 months. Emissions tests were conducted with advanced after-treatment devices on one of the two, almost identical, test vehicles, a 1993 Ford Taurus flexible fuel vehicle. The report also covers tests on the engine removed from the second Taurus vehicle. This engine was modified for an increased compression ratio, fitted with air assist injectors, and included an advanced engine control system with model-based control.

This report presents the results of the first phase of Argonne National Laboratory's (ANL's) examination of the costs and energy impacts of light-duty hybrid electric vehicles (HEVs). We call this research an HEV Technology Assessment, or HEVTA. HEVs are vehicles with drivetrains that combine electric drive components (electric motor, electricity storage) with a refuelable power plant (e.g., an internal combustion engine). The use of hybrid drivetrains is widely considered a key technology strategy in improving automotive fuel efficiency. Two hybrid vehicles--Toyota's Prius and Honda's Insight--have been introduced into the U.S. market, and all three auto industry participants in the Partnership for a New Generation of Vehicles (PNGV) have selected hybrid drivetrains for their prototype vehicles.

This paper presents estimates of the full cycle energy and emissions impacts of light-dutyvehicles with tripled fuel economy (3X vehicles) as currently being developed by the Partnership for a New Generation of Vehicles (PNGV). Seven engine and fuel combinations were analyzed: reformulated gasoline, methanol, and ethanol in spark-ignition, direct-injection engines; low sulfur diesel and dimethyl ether in compression-ignition, direct-injection engines; and hydrogen and methanol in fuel-cell vehicles. The fuel efficiency gain by 3X vehicles translated directly into reductions in total energy demand, petroleum demand, and carbon dioxide emissions. The combination of fuel substitution and fuel efficiency resulted in substantial reductions in emissions of nitrogen oxide, carbon monoxide, volatile organic compounds, sulfur oxide, and particulate matter smaller than 10 microns, particularly under the High Market Share Scenario.

Unburned lubricant produces 60%-90% of organic carbon emissions. While diesel fuel is often viewed as the most polluting of conventional petroleum-based fuels, emissions from gasoline engines can more significantly degrade air quality. Gasoline exhaust is at least as toxic on a per-unit-mass basis as diesel exhaust, and contributes up to 10 times more particulate matter (PM) to the emission inventory. Because emissions from both fuels can gravely impact health and the environment, researchers at the National Renewable Energy Laboratory (NREL) launched a study to understand how these pollutants relate to fuels, lubricants, and engine operating conditions. NREL's Collaborative Lubricating Oil Study on Emissions (CLOSE) project tested a variety of vehicles over different drive cycles at moderate (72 F) and cold (20 F) temperatures. Testing included: (1) Normal and high-emitting light-, medium-, and heavy-duty vehicles; (2) Gasoline, diesel, and compressed natural gas (CNG)-powered vehicles; (3) New and aged lubricants representative of those currently on the market; and (4) Gasoline containing no ethanol, E10, Texas-mandated low-emission diesel fuel, biodiesel, and CNG. The study confirmed that normally functioning emission control systems for gasoline light-dutyvehicles are very effective at controlling organic carbon (OC) emissions. Diesel vehicles without aftertreatment emission control systems exhibited OC emissions approximately one order of magnitude higher than gasoline vehicles. High-emitter gasoline vehicles produced OC emissions similar to diesel vehicles without exhaust aftertreatment emission control. Exhaust catalysts combusted or converted more than 75% of lubricating oil components in the exhaust gases. Unburned crankcase lubricant made up 60%-90% of OC emissions. This OC represented 20%-50% of emitted PM in all but two of the vehicles. Three-way catalysts proved effective at reducing most of the OC. With high PM emitters or vehicles with deteriorated aftertreatment, high-molecular-weight fuel components and unburned lubricant were emitted at higher rates than in vehicles in good repair, with functioning emissions systems. Light-duty gasoline, medium-duty diesel, and heavy-duty natural gas vehicles produced more particles with fresh oil than with aged oil. The opposite trend was observed in light- and medium-duty high PM emitters. This effect was not readily apparent with heavy-duty diesel vehicles, perhaps because the lubricant represented a much smaller fraction of the total PM in those trucks.

The Alternative Fuels for Vehicles Fleet Demonstration Program (AFV-FDP) was a multiyear effort to collect technical data for use in determining the costs and benefits of alternative-fuel vehicles in typical applications in New York State. During 3 years of collecting data, 7.3 million miles of driving were accumulated, 1,003 chassis-dynamometer emissions tests were performed, 862,000 gallons of conventional fuel were saved, and unique information was developed about garage safety recommendations, vehicle performance, and other topics. Findings are organized by vehicle and fuel type. For light-duty compressed natural gas (CNG) vehicles, technology has evolved rapidly and closed-loop, electronically-controlled fuel systems provide performance and emissions advantages over open-loop, mechanical systems. The best CNG technology produces consistently low tailpipe emissions versus gasoline, and can eliminate evaporative emissions. Reduced driving range remains the largest physical drawback. Fuel cost is low ($/Btu) but capital costs are high, indicating that economics are best with vehicles that are used intensively. Propane produces impacts similar to CNG and is less expensive to implement, but fuel cost is higher than gasoline and safety codes limit use in urban areas. Light-duty methanol/ethanol vehicles provide performance and emissions benefits over gasoline with little impact on capital costs, but fuel costs are high. Heavy-duty CNG engines are evolving rapidly and provide large reductions in emissions versus diesel. Capital costs are high for CNG buses and fuel efficiency is reduced, but the fuel is less expensive and overall operating costs are about equal to those of diesel buses. Methanol buses provide performance and emissions benefits versus diesel, but fuel costs are high. Other emerging technologies were also evaluated, including electric vehicles, hybrid-electric vehicles, and fuel cells.

How would air quality and greenhouse gas emissions be affected if significant numbers of Americans drove cars that were fueled by the power grid? A recently completed assessment conducted by the Electric Power Research Institute and the Natural Resources Defense Council made a detailed study of the question looking at a variety of scenarios involving the U.S. fleet of power generation and its fleet of light-duty and medium-duty cars and trucks.The study focused on plug-in hybrid electric vehicles (PHEVs)...

Heat Generated Cooling Heat Generated Cooling A counterintuitive but promising path to reducing the loads imposed by automotive air conditioning systems is to use heat-specifically the waste heat generated by engines. This can be an abundant source of energy, since most light-dutyvehicles with combustion engines are only about 30% efficient at best. With that degree of thermal efficiency, an engine releases 70% of its fuel energy as waste heat through the coolant, exhaust gases, and engine compartment warm-up. During much of a typical drive cycle, the engine efficiency is even lower than 30%. As efficiency decreases, the amount of waste heat increases, representing a larger potential energy source. NREL's Vehicle Ancillary Loads Reduction (VALR) team is investigating a number of heat generated cooling technologies

This report presents results on the reduction in exhaust emissions achieved by using oxygen-enriched intake air on a flexible fuel vehicle (FFV) that used Indolene and M85 as test fuels. The standard federal test procedure (FTP) and the US Environmental Protection Agency`s (EPA`s) off-cycle (REP05) test were followed. The report also provides a review of literature on the oxygen membrane device and design considerations. It presents information on the sources and contributions of cold-phase emissions to the overall exhaust emissions from light-dutyvehicles (LDVs) and on the various emission standards and present-day control technologies under consideration. The effects of oxygen-enriched intake air on FTP and off-cycle emissions are discussed on the basis of test results. Conclusions are drawn from the results and discussion, and different approaches for the practical application of this technology in LDVs are recommended.

The objective of this 3.5-year project is to develop a commercially competitive vehicle powered by ethanol (or an ethanol blend) that can meet California`s ultra-low emission vehicle (ULEV) standards and equivalent corporate average fuel economy (CAFE) energy efficiency for a light-duty passenger car application. The definition of commercially competitive is independent of fuel cost, but does include technical requirements for competitive power, performance, refueling times, vehicle range, driveability, fuel handling safety, and overall emissions performance. This report summarizes the second phase of this project, which lasted 12 months. This report documents two baseline vehicles, the engine modifications made to the original equipment manufacturer (OEM) engines, advanced aftertreatment testing, and various fuel tests to evaluate the flammability, lubricity, and material compatibility of the ethanol fuel blends.

up to $21.5 million for Research to Improve Vehicle up to $21.5 million for Research to Improve Vehicle Efficiency DOE to Provide up to $21.5 million for Research to Improve Vehicle Efficiency August 7, 2007 - 3:16pm Addthis BENTON HARBOR, MI - U.S. Department of Energy (DOE) Secretary Samuel W. Bodman today announced the Department will award a total of up to $21.5 million for eleven cost-shared research and development (R&D) projects that aim to improve the fuel efficiency of light-dutyvehicle engines. These projects, selected for negotiation of awards, will focus on three areas: improving fuel utilization in ethanol-powered engines (engine optimization), developing advanced lubrication systems, and exploring high efficiency, clean combustion engines. Projects announced today will help advance President Bush's 20-in-10 Initiative, which calls for displacing 20

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

an FFV? an FFV? An FFV, as its name implies, has the flex- ibility of running on more than one type of fuel. FFVs can be fueled with unleaded gasoline, E85, or any combination of the two. Like conventional gasoline vehicles, FFVs have a single fuel tank, fuel system, and engine. And they are available in a wide range of models such as sedans, pickups, and minivans. Light-duty FFVs are designed to operate with at least 15% gasoline in the fuel, mainly to ensure they start in cold weather. FFVs are equipped with modified components designed specifically to be compatible with ethanol's chemical properties. In the illustration on the back, the main modifications for FFVs are

We utilize physically-based models for diesel exhaust catalytic oxidation and urea-based selective catalytic NOx reduction to study their impact on drive cycle performance of hypothetical light-duty diesel powered hybrid vehicles. The models have been implemented as highly flexible SIMULINK block modules that can be used to study multiple engine-aftertreatment system configurations. The parameters of the NOx reduction model have been adjusted to reflect the characteristics of Cu-zeolite catalysts, which are of widespread current interest. We demonstrate application of these models using the Powertrain System Analysis Toolkit (PSAT) software for vehicle simulations, along with a previously published methodology that accounts for emissions and temperature transients in the engine exhaust. Our results illustrate the potential impact of DOC and SCR interactions for lean hybrid electric and plug-in hybrid electric vehicles.

This paper delineates the various issues involved in developing reliable estimates of the petroleum use reduction that would result from the wide-spread introduction of plug-in hybrid electric vehicles (PHEVs). Travel day data from the 2001 National Household Travel Survey (NHTS) were analyzed to identify the share of vehicle miles of travel (VMT) that could be transferred to grid electricity. Various PHEV charge-depleting (CD) ranges were evaluated, and 100% CD mode and potential blended modes were analyzed. The NHTS data were also examined to evaluate the potential for PHEV battery charging multiple times a day. Data from the 2005 American Housing Survey (AHS) were analyzed to evaluate the availability of garages and carports for at-home charging of the PHEV battery. The AHS data were also reviewed by census region and household location within or outside metropolitan statistical areas. To illustrate the lag times involved, the historical new vehicle market share increases for the diesel power train in France (a highly successful case) and the emerging hybrid electric vehicles in the United States were examined. A new vehicle technology substitution model is applied to illustrate a historically plausible successful new PHEV market share expansion. The trends in U.S. light-dutyvehicle sales and light-dutyvehicle stock were evaluated to estimate the time required for hypothetical successful new PHEVs to achieve the ultimately attainable share of the existing vehicle stock. Only when such steps have been accomplished will the full oil savings potential for the nation be achieved.

The effects of hybridization on heavy-duty vehicles are not well understood. Heavy vehicles represent a broader range of applications than light-dutyvehicles, resulting in a wide variety of chassis and engine combinations, as well as diverse driving conditions. Thus, the strategies, incremental costs, and energy/emission benefits associated with hybridizing heavy vehicles could differ significantly from those for passenger cars. Using a modal energy and emissions model, they quantify the potential energy savings of hybridizing commercial Class 3-7 heavy vehicles, analyze hybrid configuration scenarios, and estimate the associated investment cost and payback time. From the analysis, they conclude that (1) hybridization can significantly reduce energy consumption of Class 3-7 heavy vehicles under urban driving conditions; (2) the grid-independent, conventional vehicle (CV)-like hybrid is more cost-effective than the grid-dependent, electric vehicle (EV)-like hybrid, and the parallel configuration is more cost-effective than the series configuration; (3) for CV-like hybridization, the on-board engine can be significantly downsized, with a gasoline or diesel engine used for SUVs perhaps being a good candidate for an on-board engine; (4) over the long term, the incremental cost of a CV-like, parallel-configured Class 3-4 hybrid heavy vehicle is about %5,800 in the year 2005 and $3,000 in 2020, while for a Class 6-7 truck, it is about $7,100 in 2005 and $3,300 in 2020; and (5) investment payback time, which depends on the specific type and application of the vehicle, averages about 6 years under urban driving conditions in 2005 and 2--3 years in 2020.

The amount of fuel used for climate control in U.S. vehicles reduces the fuel economy of more than 200 million light-duty conventional vehicles and thus affects U.S. energy security. Researchers at the DOE National Renewable Energy Laboratory estimated that the United States consumes about 7 billion gallons of fuel per year for air-conditioning (A/C) light-dutyvehicles. Using a variety of tools, NREL researchers developed innovative techniques and technologies to reduce the amount of fuel needed for these vehicles' ancillary loads. For example, they found that the A/C cooling capacity of 5.7 kW in a Cadillac STS could be reduced by 30% while maintaining a cooldown performance of 30 minutes. A simulation showed that reducing the A/C load by 30% decreased A/C fuel consumption by 26%. Other simulations supported the great potential for improving fuel economy by using new technologies and techniques developed to reduce ancillary loads.

An assessment has been conducted for the DOE Vehicle Technologies Program to determine the state of the art of advanced flywheel high power energy storage systems to meet hybrid vehicle needs for high power energy storage and energy/power management. Flywheel systems can be implemented with either an electrical or a mechanical powertrain. The assessment elaborates upon flywheel rotor design issues of stress, materials and aspect ratio. Twelve organizations that produce flywheel systems submitted specifications for flywheel energy storage systems to meet minimum energy and power requirements for both light-duty and heavy-duty hybrid applications of interest to DOE. The most extensive experience operating flywheel high power energy storage systems in heavy-duty and light-duty hybrid vehicles is in Europe. Recent advances in Europe in a number of vehicle racing venues and also in road car advanced evaluations are discussed. As a frame of reference, nominal weight and specific power for non-energy storage components of Toyota hybrid electric vehicles are summarized. The most effective utilization of flywheels is in providing high power while providing just enough energy storage to accomplish the power assist mission effectively. Flywheels are shown to meet or exceed the USABC power related goals (discharge power, regenerative power, specific power, power density, weight and volume) for HEV and EV batteries and ultracapacitors. The greatest technical challenge facing the developer of vehicular flywheel systems remains the issue of safety and containment. Flywheel safety issues must be addressed during the design and testing phases to ensure that production flywheel systems can be operated with adequately low risk.

A technical and economic assessment is being conducted of a hydrogen fuel dispensing station to develop an understanding of the infrastructure requirements for supplying hydrogen fuel for mobile applications. The study includes a process design of a conceptual small-scale, stand-alone, grassroots fuel dispensing facility (similar to the present-day gasoline stations) producing hydrogen by steam reforming of natural gas. Other hydrogen production processes (such as partial oxidation of hydrocarbons and water electrolysis) were reviewed to determine their suitability for manufacturing the hydrogen. The study includes an assessment of the environmental and other regulatory permitting requirements likely to be imposed on a hydrogen fuel dispensing station for transportation vehicles. The assessment concludes that a dispensing station designed to produce 0.75 million standard cubic feet of fuel grade (99.99%+ purity) hydrogen will meet the fuel needs of 300 light-dutyvehicles per day. Preliminary economics place the total capital investment (in 1994 US dollars) for the dispensing station at $4.5 million and the annual operating costs at around $1 million. A discounted cash-flow analysis indicates that the fuel hydrogen product price (excluding taxes) to range between $1.37 to $2.31 per pound of hydrogen, depending upon the natural gas price, the plant financing scenario, and the rate of return on equity capital. A report on the assessment is due in June 1995. This paper presents a summary of the current status of the assessment.

A number of recent studies have examined the greenhouse gas emissions of various lightdutyvehicle alternatives in some detail. These studies have highlighted the extreme range of predicted net greenhouse gas emissions depending on scenarios for fuel types, vehicle and power generation efficiencies, the relative greenhouse contributions of emitted gases and a number of uncertainties in fuel chain efficiencies. Despite the potential range of results, most studies have confirmed that electric vehicles generally have significant potential for reducing greenhouse gas emissions relative to gasoline and most alternative fuels under consideration. This report summarizes the results of a study which builds on previous efforts with a particular emphasis on: (1) A detailed analysis of ICEV, FCV, and EV vehicle technology and electric power generation technology. Most previous transportation greenhouse studies have focused on characterization of fuel chains that have relatively high efficiency (65--85%) when compared with power generation (30--40%) and vehicle driveline (13--16%) efficiencies. (2) A direct comparison of EVs, FCVs with gasoline and dedicated alternative fuel, ICEVs using equivalent vehicle technology assumptions with careful attention to likely technology improvements in both types of vehicles. (3) Consideration of fuel cell vehicles and associated hydrogen infrastructure. (4) Extension of analyses for several decades to assess the prospects for EVs with a longer term prospective.

A number of recent studies have examined the greenhouse gas emissions of various lightdutyvehicle alternatives in some detail. These studies have highlighted the extreme range of predicted net greenhouse gas emissions depending on scenarios for fuel types, vehicle and power generation efficiencies, the relative greenhouse contributions of emitted gases and a number of uncertainties in fuel chain efficiencies. Despite the potential range of results, most studies have confirmed that electric vehicles generally have significant potential for reducing greenhouse gas emissions relative to gasoline and most alternative fuels under consideration. This report summarizes the results of a study which builds on previous efforts with a particular emphasis on: (1) A detailed analysis of ICEV, FCV, and EV vehicle technology and electric power generation technology. Most previous transportation greenhouse studies have focused on characterization of fuel chains that have relatively high efficiency (65--85%) when compared with power generation (30--40%) and vehicle driveline (13--16%) efficiencies. (2) A direct comparison of EVs, FCVs with gasoline and dedicated alternative fuel, ICEVs using equivalent vehicle technology assumptions with careful attention to likely technology improvements in both types of vehicles. (3) Consideration of fuel cell vehicles and associated hydrogen infrastructure. (4) Extension of analyses for several decades to assess the prospects for EVs with a longer term prospective.

The Plug-in Hybrid Electric Vehicle (PHEV) Fuel Use Reporting Methods and Results report provides real world test results from PHEV operations and testing in 20 United States and Canada. Examples are given that demonstrate the significant variations operational parameters can have on PHEV petroleum use. In addition to other influences, PHEV mpg results are significantly impacted by driver aggressiveness, cold temperatures, and whether or not the vehicle operator has charged the PHEV battery pack. The U.S. Department of Energy’s (DOE’s) Advanced Vehicle Testing Activity (AVTA) has been testing plug-in hybrid electric vehicles (PHEVs) for several years. The AVTA http://avt.inl.gov/), which is part of DOE’s Vehicle Technology Program, also tests other advanced technology vehicles, with 12 million miles of total test vehicle and data collection experience. The Idaho National Laboratory is responsible for conducting the light-dutyvehicle testing of PHEVs. Electric Transportation Engineering Corporation also supports the AVTA by conducting PHEV and other types of testing. To date, 12 different PHEV models have been tested, with more than 600,000 miles of PHEV operations data collected.

How would air quality and greenhouse gas emissions be affected if significant numbers of Americans drove cars that were fueled by the power grid? A recently completed assessment conducted by the Electric Power Research Institute and the Natural Resources Defense Council made a detailed study of the question looking at a variety of scenarios involving the U.S. fleet of power generation and its fleet of light-duty and medium-duty cars and trucks. The study focused on plug-in hybrid electric vehicles (PHEVs...

Both the methodology used to forecast fuel economy and the technological and tooling plan data central to the derivation of the forecast for all those vehicle classes are updated here. Forecasts were prepared for a scenario where oil prices stay flat through 1985 (in current real dollars) and increase at the rate of one percent per year in the 1985 to 1995 period. Estimates of the mix of vehicles sold and projections for diesel penetration are documented. Revised forecasts for cars and lightduty truck analysis are detailed. Heavy-duty truck fuel economy forecast revisions are described. The DOE automotive R and D programs are examined in the context of the newly revised projections. (MHR)

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

Tests were undertaken with a Renault Express 1.4 litre converted to natural gas operation. The effect of cold starts at cold temperatures and vehicle weight on tail pipe emissions were investigated with petrol and natural gas operation over the FTP75 and the 91/441/EEC drive cycles. The results show that the emissions with natural gas are unaffected by cold temperature, unlike petrol emissions which are several times higher at -15{degree}-C than at 25{degree}-C. A crude simulation, accounting for the actual temperature, shows that the conversion of a significant quantity of lightdutyvehicles to natural gas operation could reduce the emissions of CO and HC by more than 90% in Switzerland. 15 refs., 17 figs., 8 tabs.

Alternative-fueled vehicle technologies have been promoted and used for reducing petroleum use, urban air pollution, and greenhouse gas emissions. In this paper, greenhouse gas emission impacts of near-term and long-term light-duty alternative-fueled vehicle technologies are evaluated. Near-term technologies, available now, include vehicles fueled with M85 (85% methanol and 15% gasoline by volume), E85 (85% ethanol that is produced from corn and 15% gasoline by volume), compressed natural gas, and liquefied petroleum gas. Long-term technologies, assumed to be available around the year 2010, include battery-powered electric vehicles, hybrid electric vehicles, vehicles fueled with E85 (ethanol produced from biomass), and fuel-cell vehicles fueled with hydrogen or methanol. The near-term technologies are found to have small to moderate effects on vehicle greenhouse gas emissions. On the other hand, the long-term technologies, especially those using renewable energy (such as biomass and solar energy), have great potential for reducing vehicle greenhouse gas emissions. In order to realize this greenhouse gas emission reduction potential, R and D efforts must continue on the long-term technology options so that they can compete successfully with conventional vehicle technology.

This project has adapted LLNL energy flowcharts of historical U.S. energy use drawn from the DOE Energy Information Administration (EIA) data to include scenarios involving hydrogen use. A flexible automated process for preparing and drawing these flowcharts has also been developed. These charts show the flows of energy between primary sectors of the economy so that a user can quickly understand the major implications of a proposed scenario. The software can rapidly generate a spectrum of U.S. energy use scenarios in the 2005-2050 timeframe, both with and without a transition to hydrogen-fueled transportation. These scenarios indicate that fueling 100% of the lightduty fleet in 2050 (318 million 80 mpg-equivalent compressed hydrogen fuel cell vehicles) will require approximately 100 million tonnes (10.7 quads) of H2/year, reducing petroleum use by at least 7.3 million barrels of oil/day (15.5 quads/yr). Linear extrapolation of EIA's 2025 reference projection to 2050 indicates approximate U.S. primary energy use of 180 quads/yr (in 2050) relative to current use of 97 quads/yr (comprising 39 quads/yr of petroleum). Full deployment of 50% efficient electricity generation technologies for coal and nuclear power and improvements in gasoline lightduty vehicle fleet fuel economy to 50 mpg would reduce projected U.S. primary energy consumption to 143 quads/yr in 2050, comprising 58 quads/yr (27 million bbl/day) of petroleum. Full deployment of H2 automobiles by 2050 could further reduce U.S. petroleum dependence to 43 quads/yr. These projections indicate that substantial steps beyond a transition to H2 light-dutyvehicles will be necessary to reduce future U.S. petroleum dependence (and related greenhouse gases) below present levels. A flowchart projecting future U.S. energy flows depicting a complete transition by 2050 to compressed hydrogen light-dutyvehicles is attached on the following page (corresponding to scenario 7 in the Appendix). It indicates that producing 100 billion kilograms of hydrogen fuel annually (10.7 quads/yr) from a balanced blend of primary energy sources will likely require 16.2 quads of primary energy input, with an additional 0.96 Quads of electricity for hydrogen storage. These energy flows are comparable to or smaller than projected growth in individual primary energy sources over the 2005-2050 timeframe except perhaps the case of windpower.

The National Remewable Energy Laboratory (NREL) is managing a series of lightdutyvehicle chasis dynamometer chasis tests on alternative fuel vehicles for the US Department of Energy (DOE). This testing program is part of a larger demonstration of alternative fuel vehicles that was mandated by the Alternative Motor Fuels Act of 1988 (AMFA). In Phase I of the AMFA emissions test program (AMFA I) 18 vehicles were tested by three laboratories. All the vehicles tested were 1991 model year. In Phase II of the program (AMFA II), the number of vehicles was increased to nearly 300, including M85 Dodge Spirits, E85 Chevrolet Luminas, and compressed natural gas Dodge passenger vans. Phase II testing includes a Federal Test Procedure (FTP) test, followed by two of the EPA`s Inspection/Maintenance (I/M240) tests. It is concluded that the I/M240 test is not an appropriate comparison to the FTP. Further the I/M 240 test is not as reliable as the FTP in estimating the `real world` emissions of these relatively low emission vehicles. 7 refs., 10 figs., 8 tabs.

The City and County of Denver, in cooperation with the Urban Consortium Energy Task Force of Public Technology, Inc. has completed a unique two-year research and development project designed to test and compare the technical merits of three transportation fuels. Comparisons of the tailpipe emissions from Hythane - a new, blended, alternative motor fuel comprised of 85% compressed natural gas (CNG) and 15% hydrogen measured by volume - to the emissions from gasoline and 100% CNG were conducted. This project has been one of the first pioneering studies of a hydrogen blended fuel and, through its success, has prompted eight additional Hythane research projects to date. Phase I of the project provided results from the Federal Test Procedure (FTP) testing of a lightduty pick-up truck operating on Hythane. The purpose of this testing was to quantify any decrease in tailpipe emissions and to determine whether Hythane could meet the California Ultra Low Emission Vehicle standard (ULEV) for lightduty trucks. During Phase I, FTP analyses were conducted in both Colorado (high altitude testing) and California (sea level testing) on a converted Chevrolet S-10, pick-up truck by Hydrogen Consultants (HCl), the Colorado Department of Health (CDH) and the California Air Resource Board (CARB). Currently, the only other non-electric vehicle which is capable of meeting the ULEV standard is Chrysler`s natural gas vehicle. There was additional interest in the role Hythane could play as a transitional fuel in the introduction of hydrogen. Hydrogen, a renewable energy carrier, may soon be categorized as a ZEV fuel by the South Coast Air Quality Management District. This factor may encourage the use of Hythane as a transportation fuel that not only meets the ULEV standard, but may provide the bridge necessary to the eventual widespread use of hydrogen.

Analyzing the future fuel economy of light-dutyvehicles (LDVs) requires detailed knowledge of the vehicle technologies available to improve LDV fuel economy. The National Highway Transportation Safety Administration (NHTSA) has been relying on technology data from a 2001 National Academy of Sciences (NAS) study (NAS 2001) on corporate average fuel economy (CAFE) standards, but the technology parameters were updated in the new proposed rulemaking (EPA and NHTSA 2009) to set CAFE and greenhouse gas standards for the 2011 to 2016 period. The update is based largely on an Environmental Protection Agency (EPA) analysis of technology attributes augmented by NHTSA data and contractor staff assessments. These technology cost and performance data were documented in the Draft Joint Technical Support Document (TSD) issued by EPA and NHTSA in September 2009 (EPA/NHTSA 2009). For these tasks, the Energy and Environmental Analysis (EEA) division of ICF International (ICF) examined each technology and technology package in the Draft TSD and assessed their costs and performance potential based on U.S. Department of Energy (DOE) program assessments. ICF also assessed the technologies? other relevant attributes based on data from actual production vehicles and from recently published technical articles in engineering journals. ICF examined technology synergy issues through an ICF in-house model that uses a discrete parameter approach.

Propane as an auto fuel has a high octane value and has key properties required for spark-ignited internal combustion engines. To operate a vehicle on propane as either a dedicated fuel or bi-fuel (i.e., switching between gasoline and propane) vehicle, only a few modifications must be made to the engine. Until recently propane vehicles have commonly used a vapor pressure system that was somewhat similar to a carburetion system, wherein the propane would be vaporized and mixed with combustion air in the intake plenum of the engine. This leads to lower efficiency as more air, rather than fuel, is inducted into the cylinder for combustion (Myers 2009). A newer liquid injection system has become available that injects propane directly into the cylinder, resulting in no mixing penalty because air is not diluted with the gaseous fuel in the intake manifold. Use of a direct propane injection system will improve engine efficiency (Gupta 2009). Other systems include the sequential multi-port fuel injection system and a bi-fuel 'hybrid' sequential propane injection system. Carbureted systems remain in use but mostly for non-road applications. In the United States a closed-loop system is used in after-market conversions. This system incorporates an electronic sensor that provides constant feedback to the fuel controller to allow it to measure precisely the proper air/fuel ratio. A complete conversion system includes a fuel controller, pressure regulator valves, fuel injectors, electronics, fuel tank, and software. A slight power loss is expected in conversion to a vapor pressure system, but power can still be optimized with vehicle modifications of such items as the air/fuel mixture and compression ratios. Cold start issues are eliminated for vapor pressure systems since the air/fuel mixture is gaseous. In light-duty propane vehicles, the fuel tank is typically mounted in the trunk; for medium- and heavy-duty vans and trucks, the tank is located under the body of the vehicle. Propane tanks add weight to a vehicle and can slightly increase the consumption of fuel. On a gallon-to-gallon basis, the energy content of propane is 73% that of gasoline, thus requiring more propane fuel to travel an equivalent distance, even in an optimized engine (EERE 2009b).

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

Currently, several cost-per-mile calculators exist that can provide estimates of acquisition and operating costs for consumers and fleets. However, these calculators are limited in their ability to determine the difference in cost per mile for consumer versus fleet ownership, to calculate the costs beyond one ownership period, to show the sensitivity of the cost per mile to the annual vehicle miles traveled (VMT), and to estimate future increases in operating and ownership costs. Oftentimes, these tools apply a constant percentage increase over the time period of vehicle operation, or in some cases, no increase in direct costs at all over time. A more accurate cost-per-mile calculator has been developed that allows the user to analyze these costs for both consumers and fleets. The calculator was developed to allow simultaneous comparisons of conventional light-duty internal combustion engine (ICE) vehicles, mild and full hybrid electric vehicles (HEVs), and fuel cell vehicles (FCVs). This paper is a summary of the development by the authors of a more accurate cost-per-mile calculator that allows the user to analyze vehicle acquisition and operating costs for both consumer and fleets. Cost-per-mile results are reported for consumer-operated vehicles travelling 15,000 miles per year and for fleets travelling 25,000 miles per year.

The objective of this project was to develop a commercially competitive vehicle powered by ethanol (or an ethanol blend) that can meet California`s ultra-low emission vehicle (ULEV) standards and equivalent corporate average fuel economy (CAFE) energy efficiency for a light-duty passenger car application. The definition of commercially competitive is independent of fuel cost, but does include technical requirements for competitive power, performance, refueling times, vehicle range, driveability, fuel handling safety, and overall emissions performance. This report summarizes the fourth and final phase of this project, and also the overall project. The focus of this report is the technology used to develop a dedicated ethanol-fueled ULEV, and the emissions results documenting ULV performance. Some of the details for the control system and hardware changes are presented in two appendices that are SAE papers. The demonstrator vehicle has a number of advanced technological features, but it is currently configured with standard original equipment manufacturer (OEM) under-engine catalysts. Close-coupled catalysts would improve emissions results further, but no close-coupled catalysts were available for this testing. Recently, close-coupled catalysts were obtained, but installation and testing will be performed in the future. This report also briefly summarizes work in several other related areas that supported the demonstrator vehicle work.

The retrofit or conversion of automotive engines to operate on liquid petroleum gas (LPG) or propane fuel is one of many potentially cost-effective strategies for reducing a local government's annual fleet operating and maintenance costs. The cost effectiveness of an LPG conversion decision is highly dependent on the initial conversion cost, vehicle type, current and projected fuel costs, vehicle fuel economy (miles per gallon), and yearly average mileage. A series of plots have been developed which indicate simple paybacks for the conversion of several vehicle types (passenger car, small and standard pickups, and two and three ton trucks) over a wide range of fuel economies and annual usage patterns. A simple payback of less than three years can be achieved for vehicles with poor fuel economy and high annual use. The figures provided in this report may be used by fleet management personnel as a screening tool to identify those passenger cars, small or standard pickups, or lightduty trucks which are candidates for LPG conversion. In addition to examining the benefits of an LPG conversion, local governments should also consider the competing energy management strategies of downsizing, and the acquisition of fuel efficient, diesel powered vehicles.

The objective of this 3.5 year project is to develop a commercially competitive vehicle powered by ethanol (or ethanol blend) that can meet California`s ultra-low emission vehicle (ULEV) standards and equivalent corporate average fuel economy (CAFE) energy efficiency for a light-duty passenger car application. The definition of commercially competitive is independent of fuel cost, but does include technical requirements for competitive power, performance, refueling times, vehicle range, driveability, fuel handling safety, and overall emissions performance. This report summarizes a system design study completed after six months of effort on this project. The design study resulted in recommendations for ethanol-fuel blends that shall be tested for engine low-temperature cold-start performance and other criteria. The study also describes three changes to the engine, and two other changes to the vehicle to improve low-temperature starting, efficiency, and emissions. The three engine changes are to increase the compression ratio, to replace the standard fuel injectors with fine spray injectors, and to replace the powertrain controller. The two other vehicle changes involve the fuel tank and the aftertreatment system. The fuel tank will likely need to be replaced to reduce evaporative emissions. In addition to changes in the main catalyst, supplemental aftertreatment systems will be analyzed to reduce emissions before the main catalyst reaches operating temperature.

The Department remains focused on the technologies that are critical to making electric and hybrid vehicles commercially viable and competitive with current production gasoline-fueled vehicles in performance, reliability, and affordability. During Fiscal Year 1994, significant progress was made toward fulfilling the intent of Congress. The Department and the United States Advanced Battery Consortium (a partnership of the three major domestic automobile manufacturers) continued to work together and to focus the efforts of battery developers on the battery technologies that are most likely to be commercialized in the near term. Progress was made in industry cost-shared contracts toward demonstrating the technical feasibility of fuel cells for passenger bus and lightdutyvehicle applications. Two industry teams which will develop hybrid vehicle propulsion technologies have been selected through competitive procurement and have initiated work, in Fiscal Year 1994. In addition, technical studies and program planning continue, as required by the Energy Policy Act of 1992, to achieve the goals of reducing the transportation sector dependence on imported oil, reducing the level of environmentally harmful emissions, and enhancing industrial productivity and competitiveness.

Vehicle air-conditioning can significantly impact fuel economy and tailpipe emissions of conventional and hybrid electric vehicles and reduce electric vehicle range. In addition, a new US emissions procedure, called the Supplemental Federal Test Procedure, has provided the motivation for reducing the size of vehicle air-conditioning systems in the US. The SFTP will measure tailpipe emissions with the air-conditioning system operating. Current air-conditioning systems can reduce the fuel economy of high fuel-economy vehicles by about 50% and reduce the fuel economy of today's mid-sizedvehicles by more than 20% while increasing NOx by nearly 80% and CO by 70%.

Materials Materials Manufacturers use propulsion (or powertrain) materials in the components that move vehicles of every size and shape. Conventional vehicles use these materials in components such as the engine, transmission, fuel system, and exhaust after-treatment systems. Electric drive vehicles use propulsion materials in their electric motors and power electronics. Developing advanced propulsion materials is essential to commercializing new, highly efficient automotive technologies that have technical requirements that existing powertrain materials cannot meet. The Vehicle Technology Office's (VTO) research in propulsion materials focuses on four areas: Materials for hybrid and electric drive systems Materials for high efficiency combustion engines Materials to enable energy recovery systems and control exhaust gases

A critical element to the success of new propulsion technologies that enable reductions in fuel use is the integration of component thermal management technologies within a viable vehicle package. Vehicle operation requires vehicle thermal management systems capable of balancing the needs of multiple vehicle systems that may require heat for operation, require cooling to reject heat, or require operation within specified temperature ranges. As vehicle propulsion transitions away from a single form of vehicle propulsion based solely on conventional internal combustion engines (ICEs) toward a wider array of choices including more electrically dominant systems such as plug-in hybrid electric vehicles (PHEVs), new challenges arise associated with vehicle thermal management. As the number of components that require active thermal management increase, so do the costs in terms of dollars, weight, and size. Integrated vehicle thermal management is one pathway to address the cost, weight, and size challenges. The integration of the power electronics and electric machine (PEEM) thermal management with other existing vehicle systems is one path for reducing the cost of electric drive systems. This work demonstrates techniques for evaluating and quantifying the integrated transient and continuous heat loads of combined systems incorporating electric drive systems that operate primarily under transient duty cycles, but the approach can be extended to include additional steady-state duty cycles typical for designing vehicle thermal management systems of conventional vehicles. The work compares opportunities to create an integrated low temperature coolant loop combining the power electronics and electric machine with the air conditioning system in contrast to a high temperature system integrated with the ICE cooling system.

Sample records for light-duty vehicle size from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "light-duty vehicle size" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

The availability of retail stations can be a significant barrier to the adoption of alternative fuel light-dutyvehicles in household markets. This is especially the case during early market growth when retail stations are likely to be sparse and when vehicles are dedicated in the sense that they can only be fuelled with a new alternative fuel. For some bi-fuel vehicles, which can also fuel with conventional gasoline or diesel, limited availability will not necessarily limit vehicle sales but can limit fuel use. The impact of limited availability on vehicle purchase decisions is largely a function of geographic coverage and consumer perception. In this paper we review previous attempts to quantify the value of availability and present results from two studies that rely upon distinct methodologies. The first study relies upon stated preference data from a discrete choice survey and the second relies upon a station clustering algorithm and a rational actor value of time framework. Results from the two studies provide an estimate of the discrepancy between stated preference cost penalties and a lower bound on potential revealed cost penalties.

The U.S. electric power infrastructure is a strategic national asset that is underutilized most of the time. With the proper changes in the operational paradigm, it could generate and deliver the necessary energy to fuel the majority of the U.S. light-dutyvehicle (LDV) fleet. In doing so, it would reduce greenhouse gas emissions, improve the economics of the electricity industry, and reduce the U.S. dependency on foreign oil. Two companion papers investigate the technical potential and economic impacts of using the existing idle capacity of the electric infrastructure in conjunction with the emerging plug-in hybrid electric vehicle (PHEV) technology to meet the majority of the daily energy needs of the U.S. LDV fleet. This initial paper estimates the regional percentages of the energy requirements for the U.S. LDV stock that could potentially be supported by the existing infrastructure, based on the 12 modified North American Electric Reliability Council regions, as of 2002. For the United States as a whole, up to 84% of U.S. cars, pickup trucks, and sport utility vehicles (SUVs) could be supported by the existing infrastructure, although the local percentages vary by region. Using the LDV fleet classification, which includes cars, pickup trucks, SUVs, and vans, the technical potential is 73%. This has an estimated gasoline displacement potential of 6.5 million barrels of oil equivalent per day, or approximately 52 % of

Many states are deploying renewable generation sources at a significant rate to meet renewable portfolio standards. As part of this drive to meet renewable generation levels, significant additions of wind generation are planned. Due to the highly variable nature of wind generation, significant energy imbalances on the power system can be created and need to be handled. This report examines the impact on the Northwest Power Pool (NWPP) region for a 2019 expected wind scenario. One method for mitigating these imbalances is to utilize plug-in hybrid electric vehicles (PHEVs) or battery electric vehicles (BEVs) as assets to the grid. PHEVs and BEVs have the potential to meet this demand through both charging and discharging strategies. This report explores the usage of two different charging schemes: V2GHalf and V2GFull. In V2GHalf, PHEV/BEV charging is varied to absorb the additional imbalance from the wind generation, but never feeds power back into the grid. This scenario is highly desirable to automotive manufacturers, who harbor great concerns about battery warranty if vehicle-to-grid discharging is allowed. The second strategy, V2GFull, varies not only the charging of the vehicle battery, but also can vary the discharging of the battery back into the power grid. This scenario is currently less desirable to automotive manufacturers, but provides an additional resource benefit to PHEV/BEVs in meeting the additional imbalance imposed by wind. Key findings in the report relate to the PHEV/BEV population required to meet the additional imbalance when comparing V2GHalf to V2GFull populations, and when comparing home-only-charging and work-and-home-charging scenarios. Utilizing V2GFull strategies over V2GHalf resulted in a nearly 33% reduction in the number of vehicles required. This reduction indicates fewer vehicles are needed to meet the unhandled energy, but they would utilize discharging of the vehicle battery into the grid. This practice currently results in the voiding of automotive manufacturer's battery warranty, and is not feasible for many customers. The second key finding is the change in the required population when PHEV/BEV charging is available at both home and work. Allowing 10% of the vehicle population access to work charging resulted in nearly 80% of the grid benefit. Home-only charging requires, at best, 94% of the current NWPP lightdutyvehicle fleet to be a PHEV or BEV. With the introduction of full work charging availability, only 8% of the NWPP lightdutyvehicle fleet is required. Work charging has primarily been associated with mitigating range anxiety in new electric vehicle owners, but these studies indicate they have significant potential for improving grid reliability. The V2GHalf and V2GFull charging strategies of the report utilize grid frequency as an indication of the imbalance requirements. The introduction of public charging stations, as well as the potential for PHEV/BEVs to be used as a resource for renewable generation integration, creates conditions for additional products into the ancillary services market. In the United Kingdom, such a capability would be bid as a frequency product in the ancillary services market. Such a market could create the need for larger, third-party aggregators or services to manage the use of electric vehicles as a grid resource. Ultimately, customer adoption, usage patterns and habits, and feedback from the power and automotive industries will drive the need.

A robotic vehicle is described for travel through a conduit. The robotic vehicle includes forward and rear housings each having a hub portion, and each being provided with surface engaging mechanisms for selectively engaging the walls of the conduit such that the housings can be selectively held in stationary positions within the conduit. The surface engaging mechanisms of each housing includes a plurality of extendable appendages, each of which is radially extendable relative to the operatively associated hub portion between a retracted position and a radially extended position. The robotic vehicle also includes at least three selectively extendable members extending between the forward and rear housings, for selectively changing the distance between the forward and rear housings to effect movement of the robotic vehicle. 20 figs.